1SICKLEX

TITS!! BIG TITS!!!!

gavriil

In reference from this thread:

http://www.acura-cl.com/forums/showt...hreadid=103531


Photo and Photo Text Copyright: Auto Strassenverkehr 2003


Photo Copyright: Auto Strassenverkehr 2003

After the big coupe CL 65 AMG which will be on sale for roughly 230.000 Euro starting in autumn 2003 Mercedes plans the next drumbeat. At the Geneva Salon in March 2004 the strongest Mercedes roadster of all times will be presented - the SL 65 AMG which we caught at a test drive. The V12 pushed by two turbochargers boasts 612 PS and has a maximum torque of quite unbelievable 1.001 Mn at only 2.000 revs.
End of article from "Auto Strassenverkehr" - translation by MBSPY

MBSPY adds:
612 PS are 450 kw
The 74th Geneva Salon will take place from March 4th to 14th at the Geneva Palexpo area, Geneva, Switzerland.

Zapata

whoaaaaaaaaaaaaaa. Look at the 4x4!!

Bobbydoedoe

lol, look at that huge wheel gap like our cars

bkknight369

you have to be fuking kidding me...thats waaaay too fast

cob3683

There is no such thing as "too fast"

Red Nj-s

WOW. That is amazing. (ditch the wheels though)

KCPreki11

Is that a rollbar I see in there?

gavriil

Mercedes-Benz AMG CL65
By Harrison Metcalfe

If your everyday transport is powered by an engine that produces 612bhp and 1,000Nm, the chances are you are a train driver. Even the Ferrari Enzo can only boast 794Nm of torque.

Never before has such a mighty unit been fitted to a production car. That's until AMG got to work on the 6.0-litre twin-turbo V12 in the CL Coupé. Mercedes' tuning arm upped capacity from 5,513cc to 5,980cc and added bigger turbos and intercoolers. The brakes have been updated too, with eight-pot calipers and composite discs at the front.

Unfortunately, AMG hasn't done a lot else to the car, and it struggles to do justice to the masses of power from the engine. Inside, the walnut and leather cabin is at odds with the performance, and even the uprated brakes fail to impress, being over-servoed, squishy and still prone to fade under hard use.

The driver is totally reliant on the AMG's electronics to tame all that power, as feedback through the controls is virtually non-existent. Switch the computer-controlled air-suspension to Sport mode, and the CL65 never feels particularly taut. Still, you can use the performance to the full without reaching speeds that risk a prison sentence. The Merc covers the benchmark sprint from 0-60mph in less than 4.5 seconds, but the maximum speed is limited to 155mph, just as with cars which cost a fifth of the CL65's price.


First Opinion:

There's no denying the novelty of a two-tonne limo that sprints from 0-62mph in 4.4 seconds, but the CL55 does it nearly as well and is £50,000 less. Mercedes doesn't expect to sell more than 20 AMG CL65s in the UK, and exclusivity is never cheap.

At a glance:

* Five-speed auto transmission with steering-wheel controls

* Most powerful car on sale (in UK)

gavriil

That's a beast! I like Mercedes' aggressive engine-HP strategy. I mean they are doing everything right. High displacement AND boost! Cant beat that.

danny25

I never expected all these big v-8s and v-12s with superchargers and turbos in a Mercedes. Definitely gives BMW a lot more competition as the ultimate driving machine.

soopa

whats with the photoshopped wheels?

gavriil

Indeed. I was and still am, surprised by Mercedes. They went all out. No games, not prisoners taken. I mean when you get into the 600HP+ area, you are at the peak for the times. 650HP from the Enzo, 605HP or so from the Carerra GT and that's pretty much it.

Nashua_Night_Hawk

can we have this engine in our CLS? anyone is up to a swap ?

Crazy Bimmer

I want to know is where is all this gonna lead to? I mean benz is going nuts over 11sec production cars... what will they do 5 years from now? Make cars that are below 9s?!?!?

ItalianStallion

thatd be cool.

CLpower

no, it'll stay where it's at most likely. Cars have been running 12 second 1/4 miles since the 60's. T

Collective27

Beautiful car, insane engine, but the thing about it is there is no way besides the badging and the wheels (that i know of) to differentiat the CL 55 from the 65. Also, do they realy need this car, i meen im sure such a small amount of there sales are from the CL 55, how many 65's could they possibly sell. I meen the thing is realy nice, i just dont see the point in it.

gavriil

Not really. See you have to think of acceleration in terms of percent gained. It's one thing to go from 15 to 14 second 1/4 mile and it's totally different to to a 10 sec to 9 sec improvemnt. I am sure you know what I mean.

Also cars are getting heavier. I mean 600 HP on a Boxster would send it down the straight in the mid 10s. That Mercedes is way too porky for that and it bearly pulls quicker than mid 4s for the 60.

It's been proven that it's much easier for manufacturers to make more HP than to make vehicles lighter. I think that once we hit 800-900 HP, it will start to slow dramatically.

Crazy Bimmer

maybe they will take all this performance away from us like they did in the 70s

gavriil

Follow-Up Test: 2005 Mercedes-Benz CL65 AMG
Too Much of a Good Thing?
By Ed Hellwig
Date Posted 10-16-2003


Never have the letters "AMG" meant so much to a Mercedes. Designating the German manufacturer's in-house tuning arm, they have come to mean cars with equal parts performance and pedigree. The CL65 AMG coupe is the most pointed example of that reputation yet, as it is not only one of the most expensive and exclusive Mercedes ever built, it's also one of the most powerful.

Based on the standard CL600 (itself a 12-cylinder version of the V8-powered CL500), the CL65 delivers a level of performance matched only by the world's most exotic sports cars. Unlike its peers, however, this coupe doesn't wear its performance credentials on its sleeve, as the AMG stylists retained the elegant and understated design of the standard CL. Whether you see it as the ultimate sleeper or the proverbial iron fist in a velvet glove, make no mistake about it, this is one of the most ridiculously fast and luxurious coupes ever offered to the American public.

Although AMG's engineers are quick to tout the car's overall performance package, there's no getting around the fact that the car's primary source of intrigue lies under its hood. With 6.0 liters of displacement and twin turbochargers, the CL65's V12 engine is the most powerful production engine ever offered by the German automaker. Each engine is hand-built by a single specialist who then signs his name to the carbon-fiber engine cover. Producing a maximum of 612 horsepower and 723 pound-feet of torque, the aluminum V12 generates nearly twice the power of a standard Porsche 911 and slots the CL65 in the very exclusive club of 500-plus-hp production cars.

Turn the key and the starter winds for a good second or two before the engine swells to life with a smooth cascade of bass that only a V12 can muster. Thanks to an AMG-specific sports exhaust system, the CL65 adds a subtle snarl to the typical 12-cylinder soundtrack that gives you a hint of its potential. Pull away gently and you would never know that you're behind the wheel of a machine capable of hurling itself to 60 mph in just 4.5 seconds. Under part throttle, the nearly limitless power remains masked behind the refined workings of the AMG-tuned five-speed automatic transmission. Unlike so many exotics, the CL feels perfectly content to dawdle around town, delivering smooth, imperceptible shifts and a calm demeanor that belies its extraordinary capabilities.

Dip into the throttle any deeper, however, and you're greeted by an instantaneous surge of thrust that is smooth in its application yet scary in its results. It's not abrupt or violent, just a perfectly orchestrated sequence of spooling turbos, shifting gears and chirping tires. As the battle between the massive rear tires and the electronic traction control rages on beneath you, the car builds speed at a ferocious pace, pushing into triple-digit territory with an ease that makes you wonder how — and why — it's even legal. Get off the throttle and the big coupe settles back into its former life, whisking along in silence while Porsches play catch-up.

Maintaining control of a coupe capable of such velocities falls to a suspension reworked by AMG to provide increased capabilities without compromising ride quality. Revised struts, a reprogrammed Active Body Control system and 19-inch wheels and tires are tasked with keeping the weighty (4,750 pounds) coupe in control. Ample stopping power is provided by an upgraded brake system that features newly developed composite front discs that are not only lighter, but can withstand heat better than conventional materials.

A dashboard button can summon a "sport" mode from the Active Body Control system, but on fast sweeping turns and open stretches of highway we rarely felt the need. The ride quality is about what you would expect — firm but forgiving when it needs to be. There's grip to spare and almost no body roll with the ABC cranked up, but a tight, narrow section of our drive route exposed the CL's undeniable size and heft. It may have sports car speed, but when it comes to attacking your local canyons this may not be the ultimate weapon with which to do so.

Back in less confining surroundings, we were reminded of the CL65's true mission as a luxury grand tourer. Like all CLs, the interior is lavishly appointed and spacious, with nearly every conceivable comfort feature as standard. AMG-specific additions include sport seats, a roof lined in Alcantara suede and napa leather upholstery that covers the seats, dashboard and door panels. It's an environment that encourages the kind of extended trips that the engine is just begging you to take.

Like all cars of this genre, there's always the question of how much is enough? With the standard CL600 making nearly 500 hp, upgrading to the CL65 seems wholly unnecessary. But as we contemplated this issue on our test-drive, one thing kept reverberating in our minds. It was the 65's engine of course, more specifically, the sound it makes when you abruptly come off the throttle. It's a quick but deep hiccup of sorts that most passengers won't even notice. But to a driver who knows, this momentary cough from the big V12 is a subtle but satisfying reminder that they're driving more than just any Mercedes coupe — this is the Mercedes coupe.

pimpscls

the price is to high but its a great car still

darrinb

i want one soooo bad, that has enough pounds of twist to waste a viper

gdubb

more horsepower than a murcielago........ crazy

gavriil

And a ton more torque.

proaudio22

That car is sick...I want one. That CL is gonna replace my current CL hehe.

NightHawk

I read somewhere that it was going to be 180K. Since the CL600 is about 130K, that seems about right for about 119 more hp

DISRUPTV

i'd rather get the cl55 and mod that

mantis23

Ill take 2

Zapata

not feelin it....the lines aren't as smooth as the other MBs......the top half of the car seems like it's glued to the bottom half.

zeroday

yeah i'm not a big fan of the cl600 body style...sl 500 looks much better IMO.

gavriil

Mercedes-Benz CL65 AMG
Here we were thinking the supercharged V-8 was strong.

BY BARRY WINFIELD
November 2003

The Mercedes-Benz relationship with its performance partner, AMG, is a classic Jekyll-and-Hyde, good-cop/bad-cop situation. Whereas Mercedes-Benz has to demonstrate a fair bit of corporate responsibility, AMG is pretty much free to explore over-the-top concepts.

Such as this CL65 AMG. Fitted with a bored-and-stroked high-pressure-turbocharged version of the V-12 engine found in the stock CL600, the coupe produces 604 horsepower and a rib-cage-flattening 738 pound-feet of torque between 2000 and 4000 rpm. Expressed in metric terms, the torque output is a round 1000 newton-meters of drivetrain-twisting force.

The really funny part of all of this is that the output had to be reduced somewhat in the interest of transmission life. There is another 200 or so newton-meters to be had here, and the aftermarket loonies will undoubtedly go looking for it. But Mercedes-Benz will not warrant that kind of exploration, even though this AMG car is covered by the Mercedes warranty with no transmission upgrades beyond new clutch discs and revised control logic. There are, however, beefed-up driveshafts and hubs farther downstream.

To get this kind of urge, AMG increased the cylinder bore by 0.6 millimeter and lengthened the stroke by six, ending up with 5980cc of engine displacement. AMG-spec forged pistons with thicker wrist pins fit inside the new holes, where they are cooled by an upgraded oil-spray system.

The combustion chambers were reshaped for a 9.0:1 compression ratio, and the intake camshafts have higher lift and longer dwell. Both turbochargers have larger housings and wheels and pump nearly 22 pounds of boost via a front-mounted air-to-water intercooler that is about 70 percent larger than the stock item.

According to AMG engineers, this results in a 25-percent reduction in intake-air temperature at full load. Naturally, the electronic engine-management system had to be reconfigured for every aspect of operation, including those revised waste-gate pop-off parameters. A redesigned aluminum and carbon-fiber-reinforced-plastic engine cover enlightens any bystanders who somehow have missed the prominent AMG and V-12 biturbo badges adorning the bodywork.

Drivers need no such reminders. Even if they ignore the AMG letters on the big electroluminescent speedometer that reaches to the 360-kilometer-per-hour mark (U.S. cars will probably get a 240-mph gauge), the first full-throttle excursion will likely prompt involuntary Anglo-Saxon expletives containing more letters than the storied initials of this in-house tuner.

Despite completely revamped electronic oversight of the power delivery (ABS, ASR, and ESP, plus-we suspect-torque-moderating strategies in low gears), the sheer thrust put down through the 9.5-inch-wide split-spoke rear alloy rims and their meaty 275/35ZR-19 Michelin Pilot Sport tires is mind-boggling. Even to jaded auto writers used to Vettes and the like, the surge comes as a big surprise.

While driving AMG's test course along the Route Napoléon above France's Côte d'Azur in the Maritime Alps, we had frequent occasion to pass slower cars on the short straights that connect this serpentine roadway. We soon discovered the need to exercise great care with the throttle lest we end up hurtling into curves at unreasonably high velocities.



Punch the pedal to pass, and a second later the target car is backing past the right-side windows as if it had just popped a parachute. Even with the engine and transmission controls striving to smooth all of this out, an abrupt driver can produce rapidly alternating fore-and-aft accelerations, and care has to be taken to avoid them.

But after a few deep digs at the throttle, resulting in multiple downshifts and eyeball-depressing launches toward the horizon, a driver learns to simply squeeze the throttle for a pass. With more than 700 pound-feet of torque twirling the rear wheels anywhere between 2000 and 4000 engine revs, downshifts are not necessary. It’s just a matter of toeing the pedal and wafting away on a smooth wave of energy.

The sound emanating from the four AMG tailpipes is entirely in concert with this avalanche of power, growing from a melodic burble to a hard snarl as the revs rise. Yet the overall refinement of the car meets the best patrician expectations, and the CL65 rides and shifts smoothly, with interior noise levels that almost belie its colossal performance potential.

The ride is helped enormously by Mercedes-Benz’s active-body-control system, which has been comprehensively recalibrated for its new role in the AMG car. Without having to restrain roll and pitch motions by conventional means, the engineers could strike a better ride-and-handling compromise while tuning the AMG-specific springs and struts. For a 4800-pound coupe, the CL65 has moves in the mountains that will surprise Porsche drivers. As will its braking. The front rotors are 15.4-inch units with eight-piston calipers.

Expected to cost $180,000 when it arrives in the U.S. next summer, the CL65 has every creature comfort and available option that Mercedes has on offer. What the CL65 will lack is availability. Only 400 will make it to this country during the two years it will be sold here, so don’t say we didn’t warn you.


Vehicle type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

Estimated base price: $180,000

Engine type: twin-turbocharged and intercooled SOHC 36-valve V-12, aluminum block and heads, port fuel injection

Displacement: 365 cu in, 5980cc
Power (SAE net): 604 bhp @ 4800 rpm
Torque (SAE net): 738 lb-ft @ 2000 rpm
Transmission: 5-speed automatic with manumatic shifting
Wheelbase: 113.6 in
Length/width/height: 196.6/73.1/55.0 in
Curb weight: 4800 lb

C/D-estimated performance:

Zero to 60 mph: 4.3 sec
Zero to 100 mph: 9.9 sec
Standing 1/4-mile: 12.7 sec @ 116 mph
Top speed (governor limited): 155 mph

Estimated fuel economy:

European combined cycle: 16 mpg

Chaptorial

How did i miss this the first time. Sweeeet.

DISRUPTV

i duunno folks

i think i'd take a 360 modena instead, esp. if this cl65 retail for $185K + dealer gouging

more prestige than the benz and as my friend put it, "its like barry sanders in an armani suit" after he drove one