Spycam: Mercedes-Benz SL65 AMG Black Series

First AMG out-AMG’d itself with the CLK63 Black Series. Next up is a car likely to make you forget that Mercedes-McLaren SLR, the SL65 AMG Black Series. Power from the SL65 AMG’s twin-turbo 6.0-liter V-12 will be increased well past that car’s 604 horsepower, and significantly past 650 horses, while maintaining the 738 pound-feet (1,000 KW) of the “quotidian” SL65 AMG. The SL Black Series gets new, mostly carbon-fiber bodywork and a fixed roof, which helps cut bodyweight. The Black Series is expected to shed more than 500 pounds versus the SL65. Only the rear quarter-panels remain rendered in steel. The SL’s new grille is more squat on the Black Series, and the hood is apparently exempt from new European pedestrian safety laws, thanks to very low volume production. The SL65 Black Series is scheduled to make its debut at the German Grand Prix in July.

Ford commercial models will use Garmin system

Garmin International Inc.’s navigation technology will be available starting in the fall in several Ford Motor Co. commercial vehicles.

In a release Wednesday, Olathe-based Garmin Ltd. (Nasdaq: GRMN), parent of Garmin International, said that the navigation system will be integrated in the Ford Work Solutions package of technology designed to increase connectivity, flexibility and security for running key aspects of a business. Ford Work Solutions will be available in the fall on the 2009 F-150, F-Series Super Duty pickups and E-Series vans, and on Ford’s Transit Connect vans in mid-2009.

Financial terms of the arrangement between Garmin and Ford (NYSE: F) weren’t disclosed.

Garmin’s navigation system offers the same “Where to?” and “View map” touchscreen interface found on its traditional navigation devices. Users can search and route to addresses or nearly 6 million points of interest, including restaurants, hotels, attractions and gas stations, then receive turn-by-turn, voice-prompted directions. If drivers miss a turn, the system automatically recalculates the route, the company said in the release.

Ford Work Solutions includes an in-dash computer system that enables users to print invoices, check inventories and access documents stored on their home or office computer networks from their job sites. The in-dash computer also includes high-speed Internet access and a customized database of Ford dealerships and Quick Lane Tire & Auto Centers

First drive: Ford Mondeo

DAVE MOORE tries the new-generation Ford mid-sizer and finds a talented car that will mean business second time around in Oz.

The new Ford Mondeo is a big car. Not quite as big as Ford’s large-car stalwart, the Falcon, but bigger than many mid-sized vehicles, which are the latest darlings of car sales.

Fortunately, unless you’re inside its delightfully organically shaped cabin, the new Mondeo doesn’t look the size it is. But it does look gorgeous, and for the first time in its 16-year history, here is a Mondeo with an appearance on a par with its driving talent.

The European-sourced Mondeos have long been accepted as the yardstick in terms of front-drive dynamics, but they haven’t exactly won hearts in the styling department.

But the new model makes a more convincing case. The hatch and sedan – which are difficult to tell apart side-on – have an elliptical sideglass profile that sits on top of a main hull in such a way as to create a subtly cab-forward silhouette. A wagon will also be available, but is not expected to be offered in Australia.

All three Mondeos are similarly detailed with lozenge-shaped main front lights either side of an egg-crate grille. Below, a similarly baffled under-chin intake will be familiar to those who’ve seen the higher performance Falcons.

At the rear, the hatch and sedan Mondeos have softly profiled triangular light clusters, while the wagon has longer wraparound units.

Side-on, the three designs feature a strong side-strake that provides the body with a vestigial shoulder that catches the light like a blade, while prominent wheel-arches and a tiny upkick at the third side glass help create three of the tautest side-profiles in the game.

Just as significant as the styling updates are the changes to the Mondeo under the skin. The third-generation Mondeo also has a significantly stiffer body, allowing the suspension to do its job.

Add the extra width and length than previous mid-sized Fords, and it definitely feels like a much larger car on the road.

The new Mondeo is 4778mm long (4844mm hatch), 1886mm wide, and 1500mm high. That’s 22mm wider and 56mm taller than a Falcon, but Ford’s large car is 152mm longer.

The Mondeo’s weight distribution and centre of gravity is improved by its larger dimensions, so it’s as agile a front-drive car as you’ll find.

Throw in that familiar sense of balance that European-sourced Fords have always enjoyed, and steering as accurate as any in the business, and you find the Mondeo starts to shrink neatly around you as you get familiar with it.

Its road manners are incisive and totally faithful. There’s ample cornering grip and a sense of poise that will attract sporting drivers. Simply, it’s a family car that will satisfy those who still like to enjoy their driving.

Our first brief drive occurred in Sardinia, where we tried the 2.0-litre turbo-diesel four-cylinder in both six-speed manual and automatic forms. There was also the opportunity for a stint in the Volvo-sourced 2.5-litre turbocharged petrol five-cylinder.

Australian specifications are yet to be announced, but sources suggest both engines are on the local menu. There’s also a 2.3-litre petrol four-cylinder, which makes sense for Australia.

The six-speed automatic diesel was able to keep up with the five-cylinder car with relative ease. The automatic gearbox shift swith remarkable speed and smoothness on its own and at the behest of driver override, to the extent that while the ultimately sportier petrol five-cylinder was entertaining, punchy and easy to listen to when revving out, the diesel was always ready to match it for urgency, especially on unfamiliar roads.

In contrast, the turbocharged five-cylinder was mildly disappointing in the Mondeo, unlike its more impressive response in the lighter, smaller Focus XR5. I feel it copes less well with the Mondeo’s bodyweight than the diesel does.

Ford claims the Mondeo with the five-cylinder turbo accelerates from standstill to 100km/h in 7.5 seconds. This drops to 9.5sec for the four-cylinder diesel. The 103kW TCDi is more frugal at 5.9 litres per 100km, though, compared with the 162kW turbo petrol’s 9.3L/100km.

Inside, the Mondeo is massive. No amount of dimensional comparisons with the old model can quite prepare you for the space in this car. It helps that the Mondeo’s wheelbase is 21mm longer (2850mm) than the Falcon’s.

Up front, the driving position is excellent, with the car’s extra width being exemplified by the distance between shoulders and the door, which is considerable, leaving plenty of space for side and curtain airbag deployment.

There are seven standard airbags, with knee-protection also included. The load space, too, is large. It’s also flat and uncluttered.

Downsides include the wood-look interior, which looks downmarket and tacky against the otherwise shapely, sweeping dash.

With machine-finished alloy fillets instead of timber, the dash and console area is excellent. It’s organically shaped and logically laid out, with every control where it should be.

All up the Mondeo is an impressive package, but one that will rely on sharp pricing to be well received in Australia, where it goes up against the impressive might of the Honda Accord Euro, Toyota Camry and soon-to-be-replaced Mazda6.

The Ferrari of the future

On the eve of its 60th anniversary celebrations, Ferrari has given us a glimpse of its future at a special technology conference held at Fiorano.

We’re not about to get electric Ferraris, but regenerative braking, advanced turbocharged engines, massive weight reductions and biofuels are all on the cards for the famous Italian brand.

“The world is changing, and Ferrari is changing too,” said a spokesman. The aim is to lose no performance, but to make lighter, more efficient cars.

Ferrari displayed its planned technological advances in a special 1000kg Enzo-based car called the FXX Millechili. It’s 365kg lighter than the production car. Ferrari says its plan is to reduce the weight of every car it makes by around 300kg over their predecessors.

Ferrari reckons that had the Enzo weighed 1000kg its 650bhp would have been as effective as 800bhp.

Lighter cars will require less power, and also therefore smaller brakes and lighter suspension components. Handling is also likely to be improved.

The 599 GTB, says Ferrari, is the last car it will build using “late 1990s technology” in the shape of a chassis that’s a mix of extruded and bonded aluminium. Future cars will have a monocoque chassis, in what was dubbed “a major rethink” of the way Ferraris are built.

Engines will be downsized, with smaller capacities, direct injection and turbochargers all playing a part. Future Ferraris will also have the ability to run on E80 bioethanol fuel. Transmissions will be smaller and lighter, not least because they will not need to cope with quite as much power.

Ferrari also wants to harness regenerative braking power; but unlike in current cars this won’t be used to charge the batteries or work in place of the alternator. Instead, it would power a small motor attached to the transmission, with the aim of keeping it spinning, enabling smoother gearchanges.

Aerodynamics will also move on. Ferrari is currently working with Imperial College London on an advanced active aerodynamics system that involves using air pumps to push air over and under the car. This smoothes airflow and cuts drag.

All of these changes are expected to happen over the next decade, so expect the Ferrari of 2017 to be a very different beast to today’s machines.

Finally, Ferrari hinted that a replacement for what it dubbed “the collector’s car”, the Enzo, would be brought to market in 2010. Expect it to be lighter, faster and even more dramatic.

After 60 years, it seems that Ferrari is following the advice of Lotus founder Colin Chapman, and adding lightness wherever it can

Chinese firm plans car plant in WB

KOLKATA: West Bengal is soon likely to become a leading automobile hub of the country. After the Tata Motors’ small-car project in Singur, Kolkata-based Xenitis Group on Saturday signed an MoU with Chinese auto major Guangzhou Motors Group Company for setting up a passenger car and truck manufacturing facility in the state.

The company has already set up a two-wheeler assembly line in Hooghly in a technical collaboration with Guangzhou.

Chief minister Buddhadeb Bhattacharjee said Mahindra & Mahindra has already signed an agreement with a local company for setting up an automobile facility in West Bengal.

The state government is also in active consultation with the Hinduja Group-controlled Ashok Leyland for an automobile unit.

“Mahindra & Mahindra is keen to set up a unit here. As far as I know, it’ll float a joint venture with a local firm. I’m also talking to the Hinduja Group and we are optimistic,” he said.