Bartek Sikorski

Though based on a C-Class, the Brabus Bullit looks like a thug. It backs up this threatening demeanor with the most powerful production engine currently on sale for a Mercedes-Benz: the 6.3-liter biturbo V12 that took the CLS-based Rocket to 228.56 mph at Nardo in October 2006.
Endowed with 730 hp at 5100 rpm and 812 lb-ft of torque at 2100 rpm (electronically reduced from an axle-twisting 974 lb-ft), its zero-to-62 mph time of 3.9 seconds is only compromised by the traction available to a slightly nose-heavy rear-wheel-drive car. This is more than made up for by the sensational zero-to-125mph time of 10.49 seconds, with 187.5 mph coming up in 24.5 seconds. That's 8.5 seconds faster than the new Porsche GT2. Top speed should be similar to the Rocket.
A pretty effective suspension system is needed to tie down that much power and the Bullit uses a variation of the excellent Bilstein PSS10 10-position adjustable coilover system with a single spring in place of the usual main and helper springs. Brabus set up the dampers to be softer in bounce but firmer in rebound than Bilstein makes them. Ride height is 1.6 inches lower than a standard C350, which is a good trade-off between appearance, performance and sufficient spring travel for good ride comfort.

With all the options, the Bullit weighs 4180 pounds and has a front/rear weight distribution of 57/43 percent. But using lightweight materials in front where possible helps to even things out. The new wider front fenders that extend the car's width by 1.2 inches per side are hand-formed from sheet aluminum by an in-house craftsman, while the new front bumper/spoiler, side skirts and rear bumper are carbon fiber. The rear underbody diffuser and three-piece carbon fiber rear trunk spoiler reduce lift at speed.
The front bumper/spoiler is made from proper three-layer material cured in an autoclave and is so light it can be lifted by using just one finger of each hand. Radiators for water, oil, intercoolers and gearbox sit behind its huge intakes. The factory steel hood has cooling ducts cut into it to help extract the hot air from the turbos. The extended rear wheel arches are also made from steel, properly grafted into the bodyshell and rust-proofed.


The wider arches are needed to accommodate 9.5x19 and 10x19 Brabus Monoblock S wheels, shod with 265/30 and 285/30 Yokohama Advan Sport tires that increase track width by 0.4 of an inch in front and 0.6 of an inch at the rear. The Bullit uses the biggest brakes Brabus offers to provide retardation as impressive as its acceleration. These are Alcon-made 15-inch slotted, vented discs with 12-piston calipers in front and 14-inch rear discs with six-piston calipers,Displaced reality is part and parcel of the Brabus V12 world. One of the things about the experience is the pre-engaged starter whirring for a second before the motor barks into its multi-cylinder action. While the standard V12 just hums in its ber-cultured way, the free-flow exhaust and catalytic converters of the Brabus motor allow a more liberal interpretation of noise regulations.
Traction is impressive thanks to the 40 percent slippery diff, and the Bullit catapults itself down the road in a straight line (more or less) with the kind of constant thrust in the back previously thought impossible in a road-legal sedan. To burn rubber, press harder. Just a reminder: it hits 187.5 mph 8.5 seconds faster than a new Porsche GT2.


On the autobahn, the car's name says it all. It's like being fired out of a gun. Acceleration in the mid-range would have even a Porsche Carrera GT or Ferrari Enzo gasping for breath. The twin-turbo 6.3-liter motor provides so much grunt that the Bullit already seems to be hitting a stride while its turbos are still inhaling just off idle. When full boost chimes in at around 1500 rpm, they provide so much low-down thrust it's amazing that the big, sticky Yokohamas can contain things, even on a bone-dry road. And thanks to the perfectly matched ratios of the beefed-up five-speed auto, the Bullit's blinding speed-gathering abilities are repeatable again and again.
At 414,120 Euros (including taxes), the Bullit is 10 times the price of a C350 in Germany. When paying Bullit money, you're entitled to a plush interior. Fortunately, fine leather and Alcantara trim is a Brabus speciality. For the incredibly comfortable front seats, Brabus takes a Recaro base and builds on it. The result is a slim sports seat with an adjustable backrest that saves weight over the standard item, but provides much better support.

The Bullit moves down the road like no other C-Class. The V12 motor in the nose and its higher-than-normal curb weight provide a big-car gravitas and poise that belies its modest exterior dimensions. Despite its huge footprint and sports suspension, the supple ride quality is hardly worse than that of the C350 Sport and noticeably more comfortable than the super-handling but firm-riding C63 AMG. And it hits 187.5 mph 8.5 seconds faster than a new Porsche GT2.

2008 Brabus Bullit
*LayoutLongitudinal front engine, rear-wheel drive
*Engine
6.3-liter V12, dohc, 48-valve, turbocharged and intercooled
*Transmission
Five-speed automatic
*Suspension
Bilstein PSS10 coilovers
*Brakes
Brabus/Alcon assemblies
*Wheels And Tires
Brabus Monoblock S wheels, 9.5x19 (f), 10x19 (r)Yokohama Advan Sport, 265/30 (f), 285/30 (r)
*Performance
Peak Power: 730 hp @ 5100 rpmPeak Torque: 812 lb-ft @ 2100 rpm0-62 mph: 3.9 sec.Top Speed: 224 mph (est.)
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Monster

12-piston calipers for the front brakes.... Wouldn't it be more effective if Brabus develope some ceramic disc brakes for the car?

ree

Well, there aren't really so many advantages of ceramic brakes over the standard ones - it isn't a disadvantages of course and with such an exorbitant price. But remember the brake tests AMS etc does. Normally the standard ones were as good as the high priced ceramic brakes!

Monster

I was thinking, the 12 piston calipers are an over-kill. They could develope a set of ceramic brakes could work just as well as the standard ones but with half the complexity and reduce weight.

I would really like to know the engineering specs for this because normally 6 to 8 pistons are enough to cover a sufficient swept area of the disc while generating enough clamping pressure.

Tarek

That car is seriously sick!

Sunny

The main advantage of ceramic brakes is not the stopping power or fade resistance but the lower un-suspended mass.

As for this car, the stock looks much better. And considering how the stock one itself can be a handful at the track I wonder how this one will do.

Yaz

Somehow it doesn't look impressive in sliver. Brabus look mean in black, that's their color. They're the only MB tuner I'd ever consider if I had money to burn.