German Car Zone

Oh didn't see that part, but I'll believe it when I see it.


M

Also remember that as cars are getting heavier, they're also becoming faster and more fuel-efficient. It's called progress of technology.

I do agree that some major weight-saving is required on a lot of Mercedes' but generally the systems that seem to add weight are the inclusion of comfort features (worse if they're standard instead of optional) and of course safety features. I think a lot of prospective W212 E-Class customers will have safety and comfort in mind before performance and fuel economy.

I guess these are the results for this "Horsepower Race":

First Place: Mercedes-Benz (for like 5 years now) with their 6.0L Biturbo V12 producing 612 hp.

Second Place: Bentley with their 6.0L Twin-Turbo W12 producing 600 hp.

Third Place: Audi with their 5.2L Twin-Turbo V10 producing 580 hp.

Forth Place: Cadillac with their 6.2L Supercharged V8 producing 556 hp.

Fifth place: Bentley again with their 6.0L Twin-turbo V8 producing 552 hp.

P.S If Audi and Bentley continue they will be badly hit by the CO2 emissions comming in 2012. They better be careful.

Meh, we knew they would

AMG have matured up a bit, not like Audi and BMW who are still playing the same old game

I can see the next S6 to get a 4.2TFSI

It is MB that is being hit by emission fines. They pay 78% of the total NHTSA collects for violation of the CAFE standards. And VW group 4.5%. I doubt that will change much by 2012.

Well said my friend, well said.

This is going to be very interesting.
AMG will be entering BMW M division territory. Of the three Greman car makers, I think the M division has a history with delivering performance from smaller engines that are comparable to MB or Audi. MB traditionally relied on power/displacement formulae.
So the coming years will be quite interesting.

No, I still don't think AMG is entering M territory. They are simply stating that they are going to use weight saving measures, and not just keep bumping HP figures. In other word, less weight means no need need for larger, thirstier engines. So, there is nothing to say that they will get more sporty.

I don't think it's a case of one manufacturer entering another's territory or technical domain. Instead, we're seeing a convergence into a new, common area of performance engineering because of a now common directive - to produce good performance as efficiently as possible.

In my opinion, the first wave of effort is to get engines to produce as much power as is feasibly attainable without using excess fuel and this means more efficient combustion. And there's no surprise here... compression ratios are ever increasing - especially in turbocharged engines - thanks in no small measure to the advances made in direct injection and Piezo crystal technology. Ever finer atomisation of injected fuel makes for more consistent and optimal combustion and combining this leaner burning approach with the benefits of forced induction sees the major players in this segment entering this new realm on common ground.

We all saw the different recipes for big power from the various manufacturers at their zenith; in a time where making big outputs came with far less constraints and responsibilities. The days of big displacement NA muscle, high-revving heavy breathers or high pressure forced induction are over. Each philosophy rendered the desired - and admirable - results in the outgoing dispensation.

The next move should see a focus on energy recovery - both kinetic and thermal. We're seeing this already with KERS systems which are able to store the kinetic energy of inertia for later use when needed. Internal combustion engines also produce an enormous amount of wasted thermal energy - exhaust gases are used to turn turbines in turbos but this is a recovery of just the kinetic energy in the flow of exhaust gas and not thermal energy recovery. The heat produced by the combustion process can be recovered to provide all manner of energy-saving solutions. All the while, I am also sure that there will be a continued focus on mechanical efficiencies such as camless valvetrains and lightweight engine accessories.

One thing is certain in my mind. The internal combustion engine has not seen its last and will continue to evolve and progress to the point that it remains the pre-eminent and vital motive component in any wheeled vehicle.

I remember reading about an experimental BMW that did exactly that. Let me see if I can dig it up. Here you go: BMW Turbosteamer gets hot and goes - Autoblog