This year again over 300,000 people cast their votes in Europe’s largest Internet public award. 154 vehicles in nine categories were judged by Internet users of AutoScout24 throughout Europe. From a line-up totalling 18 high-quality convertibles and roadsters competing for the award, they voted the Mercedes-Benz SL as their favourite.

In nominating the SL for first place, the public jury paid tribute to the longstanding tradition of this legendary sports car, which is second to none in its market segment in offering a fine balance of sportiness, safety and comfort. Launched in spring 2008, the new-look SL is more emphatically sporty, featuring the new Direct-Steer system and a particularly responsive sports engine in the

SL 350. The SL has also moved up a gear in terms of comfort - with an all-new COMAND multimedia system and AIRSCARF neck-level heating - and safety - with the optional Intelligent Light System. The Mercedes-Benz SL is the most successful premium roadster in its class. The latest version - now the fifth generation - has already convinced around 150,000 customers worldwide.

The new SL generation is another highlight in the illustrious history of these Mercedes sports cars, which began in 1954 with the legendary 300 SL Gullwing. This was followed by the first SL roadster in 1957. To date, the Stuttgart-based manufacturer has produced well over 600,000 SL sports cars.

Twentieth-ranked Kent State will compete in its third – and next-to-last – event of the fall this weekend at the 12th annual Mercedes-Benz Women’s Collegiate Championships in Knoxville, Tenn. The 18-team field features seven ranked squads that will be competing Oct. 10-12 at the par 72, 6,058-yard Fox Den Country Club.

The host Lady Volunteers and Flashes will be joined by No. 25 Arkansas, Central Florida, Chattanooga, No. 7 Denver, Furman, Indiana State, Kentucky, No. 18 LSU, No. 19 Louisville, Mississippi, No. 10 North Carolina, N.C. State, South Carolina, SMU, No. 24 Texas A & M and Tulane in the 54-hole event.

The Golden Flashes will be led by Kirby Dreher (Fort St. John, B.C.), who has four top 10 finishes in her last five events dating back to last season and stands 34th in the latest Golfweek/Sagarin rankings.  Dreher finished 10th at the 2007 Mercedes-Benz, leading the Flashes to a fifth-place finish.

However, KSU will be without the services of sophomore Martina Gavier (Cordoba, Argentina) for the second straight event, as she is in Australia competing for Argentina in the World Amateur Team Championships Oct. 8-11. She is joined in the competition by recent KSU grads Kira Meixner (Canada) and Tara Delaney (Ireland).

Joining Dreher in the lineup will be sophomore McKenzie Jackson (Uniontown, Ohio) and freshmen Mercedes Germino (Necochea, Argentina), Shamira Marshall (Macedonia, Ohio) and Mandi Morrow (Kent, Ohio).

Following the sales tax hike on big cars as of September 1, Mercedes-Benz China has recently announced the price markup of its 3.0L-plus models. The company’s 4S stores have begun to sell all imported Mercedes-Benz cars of big engines at the new price, which has risen by as much as 630,000 yuan ($92,400), said xinhuanet.com today.

Most of the 3.0L-plus Mercedes-Benz models have been marked up by tens of thousand yuan. The Mercedes-Benz S65 AMG sedan has its price increase from 2,980,000 yuan to 3,618,000 yuan, up by 638,000 yuan. As the sales tax has risen 10% on 3.0L - 4.0L cars and 20% on 4.0L-plus vehicles, the Mercedes-Benz S65 AMG now sells for 3,477,000 yuan, up 497,000 yuan.

Sales staff of Mercedes-Benz 4S stores said that all their cars are now actually selling at the new price whose implementation is scheduled for October 20, as the sales tax was effective from September 1 and the imported Mercedes-Benz cars are in short supply.

However, Mercedes-Benz will offer some token discount to customers who buy its cars at the new price. A buyer can get a 20,000 yuan discount on the 1,480,00-yuan Mercedes-Benz GL450 model.

From January to June, Mercedes-Benz sold in China a total of 18,000 luxury cars, including locally made and imported ones, up 52% year on year. Its imported cars have sold better than the locally made ones in China.

But executives acknowledged that uncertainties linger over the batteries needed to power them: technology needs to advance to meet cost and weight requirements, and infrastructure to recharge them is lacking.

Some of the models on show are still prototypes — such as Renault SA’s Z.E. Concept — while others such as Daimler AG’s all-electric Smart ED, have entered the test phase.

Most of them won’t be commercially available for several years — and even then automakers say they will struggle to meet demand.

“The investments needed for electric cars are colossal,” Renault CEO Carlos Ghosn said during the auto show, which opens to the public Saturday and runs for two weeks.

“The question is not whether demand will be sufficient. It is whether supply will be able to follow the demand that is already out there,” he said.

Electric vehicles have been around for over a century: In 1899, the wiener-shaped “Jamais Contente” or “Never Happy” broke the 100-kilometer-per-hour (60 mph) barrier when motor cars still were a rare sight.

Hindering the development of the electric car was its capacity for energy storage: batteries lacked the performance and range required for regular use.

Since then, the technology has developed, and analysts say recent developments in lithium-ion cell technology — which Daimler, Renault, General Motors Corp. and Chrysler LLC plan to use — are promising.

Demand is being led by environmental concerns and by legislation — new EU rules are being shaped to limit carbon dioxide emissions.

GM plans to be one of the first to market with the rechargeable electric Chevrolet Volt, displayed in Paris against a backdrop of silver trees, which it says will go on sale in late 2010. GM hasn’t decided yet which battery maker to use for the Volt but has already settled on the requirements: an autonomy of 40 miles (60 kilometers) and three hours to recharge.

“General Motors is betting an awful lot on the Volt, and I think its more than just an image issue, so we are all very interested in that,” said Finbarr O’Neill, head of international operations for J.D. Power & Associates.

“But there are multiple answers here. It’s not just electric cars. It’s bringing down the cost of hybrid, further diesel growth, downsizing gasoline engines, weight reduction, stop-start technology. All of those things are going to be pushed to the limits in order to get lower emissions and greater mileage.”

Chrysler last week unveiled three electric-powered models — a sports car, a four-door Jeep and a minivan — and promised to put one of them on sale in the U.S. sometime in 2010.

BMW Group is working on an electric Mini, but CEO Norbert Reithofer said he’s not convinced of a breakthrough.

“There’s a lot of hype about the electric cars — the numbers of electric cars available in 2020 will not be above 5 or 10 percent of the total,” he said.

Daimler is working with regional electricity suppliers to build up the needed infrastructure to allow 100 electric-only versions of its Smart micro car to go in service in Berlin and Paris in the next year. From 2012, CEO Dieter Zetsche said he hopes to be producing over 10,000 per year.

Renault, which in 2005 abandoned a hybrid version of its Kangoo after customers snubbed the price tag, is being more cautious this time around, said Alice de Brauer, head of environmental strategic planning at Renault.

She said Renault failed to see a viable market for gasoline-electric hybrids and is focusing its energies on developing a fully electric car by 2012. But she said technology and infrastructure need to catch up with current requirements.

“We have a technical challenge ahead of us,” she told The Associated Press. “I think we are capable.”

French power provider Electricite de France SA offered a glimpse of the future with its “smart” charging terminal, currently being tested on Toyota Motor Corp.’s Prius cars in Britain. The technology is designed to recognize the car, allowing drivers to be invoiced directly no matter where they charge their vehicles.

In the meantime, carmakers sought to underscore the green achievements currently possible, with even Ferrari announcing it has cut emissions in its newest fast car, the California. Around the showroom, large numbers pasted down the sides of many models advertised the amount of carbon dioxide they emit.

Honda Motor Co. on Thursday unveiled a new five-door gasoline-electric hatchback to challenge rival Toyota’s success with the hybrid Prius. Honda said its Insight would be cheaper “than any other hybrid car on the market,” to make the low-emission technology affordable for more consumers. The Japanese automaker aims to sell 200,000 of the cars each year, launching next spring in Japan, Europe and North America.

Automakers hoping to cash in on environmental concerns are displaying a slew of electric car models at the Paris Motor Show.

But executives say uncertainties still linger over the batteries needed to power them.

Some models displayed today still are prototypes, while others such as Daimler AG’s all-electric Smart ED are in the test phase.

Most of the cars won’t be commercially available for several years.

Automakers say they still will struggle to meet demand which is being led by environmental concerns and legislation. New European Union rules are being shaped to limit carbon dioxide emissions.

General Motors plans to be 1 of the first to market with the rechargeable electric Chevrolet Volt, which it says will go on sale in late 2010.

Copyright 2008 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.

Germany-based automaker Daimler AG (DAI:  News ) Wednesday reported a 8.5% decline in the total U.S sales of its Mercedes-Benz cars division for September 2008.

Total U.S sales of the Mercedes-Benz Cars division for September, including both the Mercedes-Benz and Smart models, declined 8.5% to 20,557 units from 22,459 units in September 2007.

Monthly U.S sales of the Mercedes-Benz model dropped 16.4% to 18,779 units from 22,459 units in the comparable period last year. Total U.S sales of the smart fortwo model for the month were 1,778 units.

September sales of Mercedes-Benz C-Class model in the U.S increased 11.9% from last year and sales of the Mercedes-Benz M-Class model improved 1.1% year-over-year.

Total year-to-date sales of the Mercedes-Benz Cars division in the U.S increased 8.4% to 195,454 units from 180,265 units in the prior-year period. U.S sales of the Mercedes-Benz model for the period declined 1.6% to 177,298 vehicles. Year-to-date U.S sales of the smart fortwo model totaled 18,156 units, in about eight months after its launch in the U.S.

Additionally, the company said it expects to sell its 20,000th smart USA car in October 2008.

Shares of DAI are currently trading at $45.98 on the New York Stock Exchange, down $4.52 or 8.95%, on a volume of about 1.04 million shares.

by RTT Staff Writer

The heart of the SLR Roadster 722 S is a supercharged 5.5 litre V8 engine which is hand-built in the Mercedes-AMG engine shop in Affalterbach (Germany). With an output of 478 kW and 820 Newton metres of torque, power is on tap almost to excess, in comparison: the SLR McLaren Roadster has an output of 460 kW and 780 Newton metres of torque. The five-speed automatic transmission developed by Mercedes-Benz is designed for high performance. It is specially configured for a very high torque, and allows the driver to choose between two sets of shift characteristics. As a result the roadster achieves performance figures that are even outstanding for the high-end sports car segment: the SLR Roadster 722 S absolves a sprint from zero to 100 km/h in 3.7 seconds, and 200 km/h is reached in 10.6 seconds. The maximum speed is 335 km/h. The spring and shock absorber configurations of the suspension are stiffer, and the body has been lowered by ten millimetres at the front and rear. This ensures the greater handling stability of the SLR McLaren Roadster 722 S, with an improvement in handling dynamics. The lightweight, 19-inch forged aluminium wheels allow a view of the red-painted brake callipers on the highly-resistant carbon-fibre/ceramic brake discs.

The weave structure of the high-tech roof material reflects the carbon-fibre look allows the vehicle a top speed of 335 kilometres per hour. The handling and aerodynamics of the roadster were optimised for high speeds in the wind tunnel. The aerodynamic concept follows that of the SLR Coupé, with an airbrake integrated into the boot lid, an enclosed underbody and a diffusor in the rear bumper to ensure the greatest possible downforce on the rear axle. The so-called airsplitter at the front end augments this downforce, while small wheel spoilers reduce turbulence at the rear axle.

The 722 S benefits from Mercedes-Benz’s Formula 1 partner McLaren. With the exception of two aluminium frames, the body is completely of carbon-fibre materials (CFRP). Especially for the roadster, the carbon-fibre technology was developed further for the monocoque. The result is low weight, exemplary energy absorption and therefore a high level of occupant safety and torsional rigidity. A high level of safety is provided as well by carbon-fibre crash structures, steel-reinforced A-pillars and two fixed rollover bars. Other safety features include adaptive airbags, knee and sidebags, belt tensioners and a tyre pressure monitoring system.

Following in the footsteps Auto Zeitung’s article detailing the 2010 Mercedes E-Class, Car magazine today has gazed into their own crystal ball, looking past the E and moving on instead to the delectable CLS-Class.  Bear in mind that as of yet, no spy shots of the next CLS have even emerged, save for the test mule with slightly widened wheel arches pictured above, but don’t think for a second that has deterred Car from describing both the next CLS’s styling and the wealth of technological features it will be endowed with.

Take, for example, the next CLS’s styling. According to Car, the “banana-inspired side view is now less radical, the odd L-shaped headlamps are gone, and the cluttered front end has given way to a much more elegant appearance.”  Another notable change will apparently be “the more three-dimensional flanks,” which will now feature “rear power bulges, prominent so-called character lines and boldly flared wheel arches.” And in the front of the next CLS, a more upright grille, rectangular headlamps and a notably more solid-looking bumper will all be in place.

From a technological standpoint, Car goes on to list a number of driver assistance systems that will make their way onto the CLS, with highlights including “automatic lane guidance,” “a 360-degree camera with in-dash monitor” and a new LCD panel in the main instrument that’s “a mix of night vision II and heads-up display.”

And finally, the last area of the next Mercedes CLS that Car addressed was its range of engines, with the magazine noting that four variants – the CLS 320CDI BlueTEC, the CLS 350, the CLS 550 and the CLS 55 AMG – will be available, as will a variant featuring mild hybrid technology.

Of course at this point, any speculation about the next CLS-Class is purely that:  speculation.  It’s far too early to discuss the specifics of a model that’s at best two years away… if not more… so take information regarding Mercedes’ next four door coupe with a grain of salt.

We’ll keep you posted if any new details of the 2011 Mercedes-Benz CLS-Class (or 2012 CLS-Class) emerge; in the meantime, head over to Car to read the publication’s prophecy in its entirety.

Granted, as both consist mostly of trim and equipment modifications, they’re more akin to SEMA vehicles, not the typical one-off concept cars usually found at international auto shows.  That said, Jeep hopes both crossovers will call attention to their interiors, which are freshly revamped for 2009.

Of the pair, the Patriot Back Country appears most modified.  Jeep says it’s supposed to “exude a fresh, youthful appeal,” primarily by way of its vibrant green hue.  A similar color is found inside, notably on the seat inserts, which also have a tire-tread pattern.  If two-toned leather isn’t “active” enough for you, the Back Country also has mudflaps and a custom roof rack sourced from the Mopar catalog.
Jeep Compass Overland

Though Jeep says the Compass Overland is merely a prototype, we’re fairly certain it’ll see production.  Like the Overland-badged Grand Cherokee currently available in the States, the Compass Overland is little more than a nicely-trimmed Compass.  Apart from the green paint, Jeep has thrown in embroidered leather seats, and chrome accents on the grille, door sills, and side rub rails.

We’ve liked the AEV Brute conversions ever since we saw the kit at SEMA in ‘06. But since then, the only Brutes we ever see are built up by companies to be used as calling cards. We’ve not seen many personal Brute builds. It’s a Jeep truck; use it like a truck, or like a Jeep, or both-don’t use it like a billboard.

Well, it turns out that Adam Shoemaker of Fenton, Michigan, saw the Brute conversion kit at the same show we did. He ordered a kit, but it wasn’t until just nine days before he was due to go to Moab, Utah, for Easter Jeep Safari that the build got started.

For our part, we are happy to see a Brute that is used on-road, off-road, and as a truck occasionally, too.

Chassis And Driveline
By the time you read this, the 4.0 I-6 that we saw in the truck with the JBL header and Flowmaster muffler will likely have been evicted. Adam told us that he actually had a Hemi bolted in, but just didn’t have the time to make it run before heading to Utah. As we were talking to him, though, he was considering ditching the Hemi idea, and going with something in the diesel category. Either way, where Adam lives in Michigan there aren’t any emissions tests, so he’s in the clear.

An NSG370 and 241OR from an ‘05 Rubicon were swapped in using an Advance Adapters CPS relocation kit to move the crank sensor to the front of the motor and trick the fuel injection into running. Power is transferred out to the axles through custom driveshafts using only 1350-series parts made by Joint Clutch.

The front Dana 60 axle came from a ‘97 Ford F-350 and was stuffed with Solid axleshafts, 5.13 gears, and an ARB Air Locker. The rear Teraflex CRD-60 was likewise filled with 5.13s and an ARB. Front and rear brakes are Solid Axle conversion parts while an ‘00 Dodge master cylinder provides the front and rear discs with fluid.

The stock TJ coil and shock arrangement was tossed in favor of FOA coilover shocks all around, used with a modified Teraflex long arm lift kit and a Daystar 1-inch body lift to clear the 39-inch Pit Bull Rocker tires mounted on Walker Evans rims.

A full hydro PSC steering system shoves those tires anywhere Adam wants. Adam tells us it took a little bit to get used to the full hydro setup, but he is glad he went with it.

A Currie Enterprises front stubby bumper houses a Warn 9000i winch while the AEV tubular rear bumper was modified so the underbed-mounted Warn M8000 could be used when rear pulls were needed.

Of course, to make a TJ into a Brute, you’ve got to cut the frame in half, a

Yanking my legs in and stowing them under the steering wheel, I reach for the “D” button, which has replaced the British sports car’s gearshift, on the center console. At first, it seems nothing has happened, but my escort just smiles, then suggests I tip in the throttle. Not quite as firmly as I try, it turns out, the sports car lurching forward with a shot.

“Got it,” I say, gamely returning his smile. This time, I squeeze the pedal a little more smoothly, steering my way out of the parking lot and onto the ramp that leads to the sweeping test track at Chrysler headquarters, in Auburn Hills, Michigan.

“Now you can give it power,” my guide says, but even now, I’m not prepared for the rush of power that plunges me deep into my seat, the prototype Dodge EV leaping forward like a child at the end of the school day.

Dodge EV Rear Three Quarter View
CLICK TO VIEW GALLERY

The needle spins on the speedometer, 40, 60, 80, before suddenly stabilizing just above 100. “We’ve put a limiter on, for now,” he explains, adding that in production, the modified Lotus will be able to hit 120 — fast.

The battery-car Chrysler unveiled today is nothing less than impressive, certainly if you consider the numbers. Despite weighing in about 300 lb more than a stock Europa, it is expected to turn 0 to 60 in less than 5 sec. How much less? Chrysler officials aren’t saying, though my unnamed escort boasts that the goal is to beat the Tesla Roadster, which is, itself, promising 0-60 times closer to 4 sec. (And, if Chrysler delivers, the Dodge EV also will outperform the gasoline turbo version of the Europa.)

All that comes from a 200kW motor — 268 hp in traditional gearhead terms — that makes a wheelspinning 650 Nm, or 480 lb-ft of torque.
What’s equally impressive is Chrysler’s goal of delivering somewhere between 150 and 200 miles of range per charge. The midship-mounted lithium-ion battery pack should require an overnight charge plugged into a standard outlet, and less than half of it if you set up a 220-volt quick charger.

When will we see this little miracle? Well, we’re not quite sure. For now, Chrysler CEO Bob Nardelli is only promising to put one of three electric vehicles shown Tuesday into production by 2010. The other two may follow soon afterward, however.

While the Dodge offering is a pure battery car, Chrysler has taken a different approach with the ChryslerEV and JeepEV prototypes, both using the same technological approach as the much-ballyhooed Chevrolet Volt.

Chrysler Future Electric Vehicles Group Shot
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Call them plug-in hybrids, and you’ll quickly be corrected. The more accurate term, it seems, is extended-range electric vehicle, or E-REV. And if you understand the concept, that makes sense. A traditional hybrid is primarily driven by its gasoline engine, though an electric motor can kick in, occasionally.

In the Chrysler and Jeep — and Chevy — offerings, the wheels can only be driven by electric motors. For up to 40 miles, enough for a typical daily commute, that power comes from a midsize battery pack. Run the batteries down and a small internal-combustion engine kicks in. It serves solely as a generator: It either recharges the batteries or sends current directly to the electric motor.

For most owners, says Frank Klegon, Chrysler’s head of product development, that means, “they seldom will use any gasoline.” And even if they did, a 9-gal tank on the Chrysler would be enough to boost combined range to 400 miles.
While the electrified version of the Chrysler Town & Country minivan wasn’t available for driving, we did have a chance to flog the Jeep around the corporate track. As with the DodgeEV, it proves surprisingly peppy, launching to 60 in 9.0 sec, a good 1.5 sec faster than a comparable, gas-powered Wrangler.

It’s a bit of a handful to drive aggressively, in part due to the higher mounting of the battery pack. You feel virtually every pebble on the road, but that, Chrysler engineers insist, has more to do with the lack of final suspension tuning than with the electric powertrain. There’s no doubt that the alternative layout will require significant adaptation.

Jeep EV Rear Three Quarter View
CLICK TO VIEW GALLERY

One of the most pleasant discoveries driving the two EVs is the lack of noise. Okay, some of us love the roar of a big V-8, but you’re going to have to get used to silence in an EV — or at least something close. What you experience might be described as the “stumps-in-the-woods” syndrome. Suddenly, without the roar of an IC engine, you start noticing everything else, like tires, wind, and accessory drive systems. But the overall sound level is enough to make it possible to be heard in a whisper.

Jeep EV Interior
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Chrysler’s goal is to get a measurable number of EVs or E-REVs into production by the early half of the decade. With the growing emphasis on sustainability, the automaker believes it has no choice. Klegon, for one, argues that virtually every vehicle on the road will soon be “electrified” to some degree, even if it’s just with a stop-start motor. But he contends that, within a generation, at least half of all vehicles sold in this country will be extended-range or full EVs.

If the two prototypes we got to drive are any indication, it’s definitely a transformation we could embrace.

Chrysler is showing off its expertise with a bunch of electric vehicles, one of which is this – an electric sports car concept, which would be due for sale around 2010 wearing the Dodge badge.

The basis of the concept is a Lotus Europa, possibly due to the brand’s helping hand in creating the highly-rated Tesla Roadster, which uses the Elise as its base and is manufactured at the Lotus factory in Norfolk.

The Dodge EV will be a pure-electric vehicle, with a 264bhp motor boasting an impressive 480lb ft of torque, which is available instantly, much like the instantaneous whoosh of the Tesla. There is also lithium-ion batteries and an integrated power controller. The car itself will be a lightweight two-seater and rear-wheel driven, but the styling will vary a lot from the Europa’s – although Chrysler could use some of Lotus’ expertise in making the car.

The car will have a range of 150 to 200 miles, which should more than cover a daily commute. Recharging is slated to take around eight hours on a 110-volt outlet, but that could be halved to four hours by using 220-volts instead.

Chrysler also showed off a Grand Voyager MPV and a Jeep Wrangler running on electric power, revealing front-wheel-drive and four-wheel-drive EVs to join the sports car concept.

The brand is clearly staying faithful to electric, while others shun it as being a non-starter. There’s certainly more and more electric concepts being revealed at the moment though – so is it time to accept them as the future? Or would you never touch anything without internal combustion? Head to the forum and let us all know.

Stuart Schwartzapfel

Mercedes-Benz’s ConceptFASCINATION is a sporty wagon that makes its debut at the Paris Motor Show in October. The concept may preview the look of the next generation production CLK-Class coupe. Compared with the current CLK, this new vehicle’s front hood is more muscular, featuring more surface creases. Another fundamental difference: rhomboid headlights that replace the current round ones.

The car is powered by a new 2.2-liter, four-cylinder, 204 horsepower diesel engine (the engine that will also be used in the small European C-Class). But not all the glitzy vehicle’s details will see the light of day. For instance, the wood and brushed aluminum protective rails in the concept’s cargo area and the smoked glass table that rises out of the floor to reveal a humidor are literally just for show.

The Verdict: A CLK dressed, for now at least, in wagon clothing.

Stuart Schwartzapfel is a regular contributor to BusinessWeek.com. He has studied the automotive marketplace and works as an advertising and marketing strategist for major manufacturers. He does not write about any car brands for which he currently works.

Following on the recent announcement by Mercedes-Benz of its mild hybrid sedan with lithium ion batteries, BMW announced its own mild hybrid sedan with lithium ion batteries.

Although it may sound like cutthroat competition, it’s more conspiracy, as Daimler and BMW co-developed their hybrid components. And where Mercedes-Benz announced a production car, BMW is still at the concept stage with its Concept 7-series ActiveHybrid. But in keeping with its sport aspirations, the BMW shows no compromise in power, using a twin-turbo V-8 assisted by the mild hybrid system. The twin-turbo V-8 delivers 407 horsepower and 442 pound-feet of torque, while the hybrid system’s electric motor, integrated into the transmission, adds 20 horsepower and 155 pound-feet of torque.

BMW Concept 7-series ActiveHybrid engine

The hybrid system was co-developed by Daimler and BMW.
(Credit: BMW)

As a mild hybrid, the Concept 7-series ActiveHybrid can’t run under electric power alone–the electric motor merely adds thrust when needed and is an essential part of the idle-stop system. At a traffic light, the engine shuts down to save gas, with the electric motor cranking it back up when the driver hits the gas, and adding its power to make up for the initial shortcoming of the engine. BMW claims a 15 percent improvement in fuel economy.

The lithium ion battery pack sits over the rear axle, and gets recharged through regenerative braking. Along with providing electricity for the motor, this battery pack works as a 120 volt power source for the car’s onboard electronics.

BMW has previously shown the X6 ActiveHybrid concept, an SUV using a full hybrid system based on technology co-developed by BMW, Daimler, and GM. We first saw a version of that hybrid system in the GMC Yukon Hybrid. BMW promises two cars using some form of its hybrid technology will reach production in 2009. The company might want to hurry up, as Lexus already dominates the segment for powerful luxury hybrid sedans with the LS 600h.

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BMW’s 7-series concept uses a mild hybrid powertrain.

(Credit: BMW)

The electric motor is integrated with the transmission.

(Credit: BMW)

The combination of a modified V6 petrol engine and a compact hybrid module makes the model one of the most economical luxury saloons with a spark-ignition engine. According to the German car manufacturer the New European Driving Cycle combined fuel consumption is a mere 7.9 litres per 100 kilometres resulting in the lowest CO2 emissions in this vehicle class of 190 grams per kilometre. The 3.5 litre petrol engine develops an output of 205 kilowatts; the electric motor generates 15 kW and a starting torque of 160 Newton metres. The result is a combined output of 220 kW and a combined maximum torque of 385 Newton metres. The compact hybrid module is a disc-shaped electric motor that also acts as a starter and generator. The system offers both fuel consumption and performance. This is partly due to the booster effect of the electric motor, as it powerfully backs up the petrol engine with a maximum additional torque of 160 Newton metres during the high-consumption acceleration phase. The hybrid module also has an electronic Start/Stop function, which switches the engine off when the vehicle is at a standstill. When it is time to move off again, the electric motor restarts the main power unit. When the vehicle is braked the electric motor acts as a generator, and is able to recover braking energy by a process known as recuperation.

The centrepiece of the modular hybrid drive system is the new high-voltage lithium-ion battery, which was specially developed for automotive use. Major advantages over conventional nickel/metal hydride batteries include a higher energy density and better electrical efficiency, together with more compact dimensions and a lower weight. The lithium-ion battery not only stores energy for the electric motor, but is also connected to the 12 Volt onboard network via the transformer to supply power to other standard consumers such as the headlamps and comfort features. The engine management system responds very sensitively to different driving conditions, and optimally configures the drive system for the relevant application, ensuring that both fuel consumption and emissions are kept to the lowest possible level. Dedicated control electronics are required to operate the three-phase Alternating Current electric motor in the 120-Volt high-voltage Direct Current network. The current converter is accommodated in the space formerly occupied by the starter. As the control electronics heat up as a result of electric currents measuring up to 150 ampere, the system is equipped with its own, additional low-temperature cooling circuit.

Daimler’s S400 BlueHybrid, due out in mid-2009, is slated to become the first hybrid car with an electric motor powered by a lithium-ion battery.

At 26kg and the size of a briefcase – compared with Toyota’s and Honda’s more cumbersome nickel-hydride batteries, which take up a large portion of their vehicles’ boot space – Mercedes hopes its battery, and its luxury S-Class, can wrest some control from Japanese automakers who have dominated the electric car market until now.

The new hybrid represents a world record in fuel economy for luxury cars, according to Mercedes. By combining a fuel motor with an electric motor, which stores brake energy released on acceleration, the dual engine – a 279-horsepower V6 supported by a 20-horsepower electric motor – enables a top speed of 155mph and 0-60mph acceleration in 7.2 seconds.

Yet it consumes just 7.9 litres of petrol per 60 miles (30 miles per gallon) compared with the conventional Mercedes S350, which consumes 10.1 litres (23mpg).

“The lithium-ion battery is the key component for [making vehicles] electric and for creating sustainable mobility,” said Eva Wiese, spokesman for technologies and environmental communications at Mercedes-Benz in Stuttgart. The new technology applies not only to hybrid vehicles, she said, but to all battery-operated vehicles, including plug-in hybrids, full hybrids and electric vehicles.

Mercedes’ green gamble doesn’t stop there. The company will roll out a series of all-electric Smart cars next year (a test fleet of 100 is currently plying the streets of London), with plans to produce an electric version of its

A-Class by 2010 – both powered by lithium-ion batteries.

However, the 120-volt battery won’t be cheap – at least not at first. With cells produced by a French supplier, Saft, initial cost estimate for the lithium-ion battery are €1,500 (£1,200).

Karl-Thomas Neumann, the CEO of Continental, which developed the battery, called the technology an “important breakthrough” that will help fuel 2m new hybrid cars reaching the market by 2012, which will drastically lower costs.

Mercedes, which lagged for many years developing its place in the hybrid market, faces stiff competition. Peugeot and Citroën are pushing their hybrid and electric technologies at the Paris Auto Show in October, while Renault, Mitsubishi and General Motors have staked out ways to go electric.

Only its fellow German automaker, Volkswagen, which unveiled its latest Golf model two weeks ago – with neither hybrid nor electric options – has been slower warming to the hybrid future.

The contracts were negotiated over several months by the two ports and the company. Due to the differences in their programs, each port approved its own contract with Daimler. In Los Angeles, only licensed motor carriers are eligible for the program. In Long Beach, the program is open to both companies and owner-operators.

The two ports will guarantee all leases in case of default.

At the end of the seven-year lease, the residual value of the truck is expected to be about 16 percent of its new cost. The lessee will have the option at that point to purchase the truck by paying half the residual value.

Drivers or companies participating in the lease-to-own program will have to agree to certain “operational requirements” such as only operating the truck in California, having at least 50 percent of the travel within the trade corridor, making at least 300 trips per year to the San Pedro Bay Ports in the first four years, traveling 350,000 miles or committing to an eight-year term of service, allowing installation of an automatic vehicle locator so the movements can be monitored and to “periodically report certain information.”

If a truck lessee is not able to keep up payments, the port plans to have another lessee standing by to take over the lease in what is called a “slip-seating” process. Daimler will invoice the port a $1,500 fee for each truck that is slip-seated to a new lessee.

In addition to the lease-to-own program, a trucking company (or owner-operator in Long Beach) can choose to just take out a loan for a truck. They are not obligated to go through Daimler to do so, but only to give the company the right to first review. Purchase loans will not be guaranteed by the ports.

The National Advertising Division of the Council of Better Business Bureaus has recommended that Daimler Trucks North America, LLC (DTNA) discontinue or modify certain advertising claims for the company’s Freightliner Cascadia tractor trucks. However, NAD determined that the monadic claim “We were able to fine-tune the truck’s design to maximize aerodynamics and fuel economy” is supported by the evidence in the record.
NAD, the advertising industry’s self regulatory forum, examined DTNA’s print and Internet advertising following a challenge by International Truck and Engine Corporation (renamed Navistar, Inc.), maker of ProStar Trucks, a competing line of tractor trucks.
Print and Internet advertising claims included:
– “We have more than the most fuel efficient design…its official. Cascadia is the most aerodynamic truck on the planet…And a truck with less aerodynamic drag means better fuel efficiency and savings at the pump.”
– “Auto Research Center (ARC), and independent company…has reviewed and validated these results.”
– “[Using Cascadia Trucks] could save customers as much as $950 to $2,750 a year per truck.” (Superscript: “based on 7.8% less drag”)
– “‘My overall conclusion from this test is that based upon the results, the Freightliner Cascadia is the most aerodynamic of the five tractors tested,’ said Mike Camosy, ARC operations manager.”
– ARC researchers compared the Cascadia with four other similarly spec’ed [sic] Class 8 vehicles.”
NAD also examined claims made in internal sales-related training documents. NAD noted at the outset that internal documents constitute advertising in that they are used to provide salespeople with information they can use to explain to potential purchasers the ways in which Cascadia is superior to competing trucks. The claims included:
– “Industry leading aerodynamics…[with] advantages in ALL areas of this truck when compared to our competitors….our aerodynamic superiority over every truck now in the market place is where you can show your customers the biggest cost savings of all.”
– “We were able to fine-tune the truck’s design to maximize aerodynamics and fuel economy.”
– A table with Cascadia listed as the most fuel efficient, International ProStar as the second most fuel efficient at +$948 more in fuel use, as well as Volvo, Kenworth and Peterbilt in the 3rd, 4th and 5th place.
– “ARC, an independent company…has reviewed and validated these test results.”
The main issue in this case is the truth and accuracy of the advertiser’s superior fuel savings claims. The advertiser presented evidence based on proprietary aerodynamic testing that was used to estimate the fuel savings that customers can expect to achieve. The challenger’s rebuttal evidence consisted of the results of SAE Type III and Type IV testing, which it argued are industry standard tests to determine the fuel efficiency of trucks.
Given the quantified nature of the fuel saving claims and the fact that NAD found certain aspects of the advertiser’s test methodology did not fully reflect real world conditions which can impact on a truck’s actual fuel consumption and, by extension, fuel efficiency, NAD determined that the advertiser did not provide a reasonable basis for the following claims and recommended that they be discontinued: 1) “We have more than the most fuel efficient design….it’s official. Cascadia is the most aerodynamic truck on the planet…And a truck with less aerodynamic drag means better fuel efficiency and savings at the pump”; 2) “[Using Cascadia Trucks] could save customers as much as $950 to $2,750 a year per truck.” (Superscript: “based on 7.8% less drag”); 3) “Industry leading aerodynamics…[with] advantages in ALL areas of this truck when compared to our competitors….our aerodynamic superiority over every truck now in the market place is where you can show your customers the biggest cost savings of all”; and 4) a table with Cascadia listed as the most fuel efficient, International ProStar as the second most fuel efficient at +$948 more in fuel use, as well as Volvo, Kenworth and Peterbilt in the 3rd, 4th and 5th place.
As for the monadic claim “We were able to fine-tune the truck’s design to maximize aerodynamics and fuel economy,” NAD determined that it was supported by evidence in the record.
With regard to the claims “Auto Research Center (ARC), an independent company…has reviewed and validated these results” and “ARC researchers compared the Cascadia with four other similarly spec’ed [sic] Class 8 vehicles,” NAD recommended the advertiser modify these claims to make clear that ARC did not verify the advertiser’s results but simply independently concluded that Cascadia had the least amount of aerodynamic drag of the trucks tested.
In its advertiser’s statement, DTNA stated it Daimler Trucks North America LLC (DTNA) appreciates NAD’s careful consideration of this matter and that while it believes “NAD did not adequately understand the nature of certain technical information submitted with DTNA’s responses,” it would nonetheless “modify its advertising accordingly.”
NAD’s inquiry was conducted under NAD/CARU/NARB Procedures for the Voluntary Self-Regulation of National Advertising. Details of the initial inquiry, NAD’s decision, and the advertiser’s response will be included in the next NAD/CARU Case Report.
About Advertising Industry Self-Regulation: The National Advertising Review Council (NARC) was formed in 1971 by the Association of National Advertisers, Inc. (ANA), the American Association of Advertising Agencies, Inc. (AAAA), the American Advertising Federation, Inc. (AAF), and the Council of Better Business Bureaus, Inc. (CBBB). Its purpose is to foster truth and accuracy in national advertising through voluntary self-regulation. NARC is the body that establishes the policies and procedures for the CBBB’s National Advertising Division (NAD) and Children’s Advertising Review Unit (CARU), as well as for the National Advertising Review Board (NARB) and the Electronic Retailing Self-Regulation Program (ERSP).
NAD and CARU are the investigative arms of the advertising industry’s voluntary self-regulation program. Their casework results from competitive challenges from other advertisers, and also from self-monitoring traditional and new media. The National Advertising Review Board (NARB), the appeals body, is a peer group from which ad-hoc panels are selected to adjudicate those cases that are not resolved at the NAD/CARU level. This unique, self-regulatory system is funded entirely by the business community; CARU is financed by the children’s advertising industry, while NAD/NARC/NARB’s sole source of funding is derived from membership fees paid to the CBBB. ERSP’s funding is derived from membership in the Electronic Retailing Association. For more information about advertising self regulation, please visit www.narcpartners.org.

In This Day Of Trick, High-Tech, Coilover Vehicles, There Are Some Of Us who can still appreciate the form, function, and feel of a leaf-sprung Jeep. We know that true connoisseurs of a fine rig don’t really care if the rig is shiny, rusty, dented, banged up, or stunning. It’s the mechanical workmanship that counts. We ran across Glen Wanczyk and his nicely restored ‘81 Scrambler on our recent adventure to Moab, and immediately took a shine to the Jeep.

Glen spent the better part of the last eight months restoring this CJ-8 before hitting the trails at Easter Jeep Safari. He bought the Scrambler from a good friend, and when he drove it home the Jeep was in perfect OEM condition and only had 16,000 miles on its odometer. After driving it a while, he completely stripped the vehicle for a frame-off restoration-twice! Using a mix of old- and new-school technology and some mechanical know-how, he bolted it back together to not only look great but function properly on some of this country’s most spectacular trails.

Fewer than 28,000 Scramblers were manufactured from 1981 to 1986, so there aren’t too many of them around today. Most of the CJ-8s we see wheeling have been so heavily modified and chopped up (bobbed), that it’s refreshing to see an old ‘8 restored and left intact.

1981 Jeep Scrambler Cj8 Drivers Side Rocks

The clean factory lines, functionality, and fancy Harley Davidson-tank paint color make this Scrambler stand out on the trail. To the untrained eye this Jeep might look factory except for the Bushwacker fender flares and custom rocker guards. Little would they know this CJ-8 is rolling around on a very capable custom suspension. The front suspension was built with Wrangler YJ rear leaf springs and a Poison Spyder shackle-reversal kit. The springs are relocated just outboard of the Jeep’s framerails, which give the rig more stability and control on and off the highway. The power-steering gearbox uses a Mountain Off Road Enterprises brace, and the OEM steering shaft has been replaced with a Borgeson shaft. Skyjacker shocks were installed on the front and rear of the Jeep. The Dana 44 axle is fit with an ARB Air Locker and 4.56 gears.

1981 Jeep Scrambler Cj8 Steering Interior
Leaving the Scrambler’s interior intact should make most Jeep purists proud! There’s nothing better than the classic look of a Jeep dash sporting original gauges, a dash pad, and a steering wheel.    1981 Jeep Scrambler Cj8 Straight 6 Engine
This is cool! The naturally aspirated inline-six 258ci engine has been left intact. Everything is almost the same as it was when it rolled off the assembly line. After disassembly, the engine compartment was painted with the rest of the vehicle.    1981 Jeep Scrambler Cj8 Rear Axle
The stock rear axle was swapped out with a GM Corporate 14-bolt and fit with a 4.56 gearset and a Detroit Locker for traction. The 4-inch-lift Skyjacker Softride leaf springs were left in the spring-under position. Glen left the heavy-duty geardriven Dana 300 transfer case in place since they are extremely stout and dependable. The low-range gearing on this transfer case is 2.62:1 and the high is 1.00:1, which is more than adequate for this old Scrambler and the type of terrain it will see.