2011 Mercedes E-Class Cabriolet First Impressions

In Canada, no convertible can be considered a year-round, practical car unless it is quiet, warm in the winter and cool in the summer. Mercedes has introduced a few novel items on the 2011 E-Class cabriolets that contribute significantly to this type of motoring.

Pricing starts at $67,900 for the 268-hp E350 and rises to $77,500 for the 382-hp E550. (Photo: Charles Renny/Auto123.com)

Convertible Conversion
Starting with the rounded of tail, Mercedes provides a trick trunk. With the top down, there is a special separation panel to make sure the trunk still is useable. Put the top up and move the panel out of the way, and there is a significant increase in trunk volume. When the top is down, two roll aboard-sized cases will fit along with a couple of other smaller carry-on-type soft siders. Top up driving provides enough extra space for another backpack and computer case with room to spare.

The top, which is a conventional soft top, is both insulated and sound proofed. Normal conversations can be held inside, and the car would cool right off without having to run the A/C at full blast. Another feature that has always been on a convertible owner’s wish list is that the top be able to go up and down while moving. Mercedes engineers have done this and it can be performed at speeds up to 40 km/h in less than 20 seconds.

Interior Innovation
Interior innovations have been blended in with existing technology so that their use is seamless. AIRSCARF is what it says, a scarf of air that comes out of two vents in the headrest to keep your head and shoulder area warm in cooler top-down driving (think November). On the E550, AIRSCARF can be combined with heated and cooled front seats (part of the Premium Package) for the ultimate in top-down temperature control.

Another interior feature isn’t quite in the interior, but it has a huge effect on driving comfort. The AIRCAP is actually a laminella which is a device that looks like a spoiler when raised. Mounted on the top of the windshield frame, its job is to adjust the laminar air flow over the car so that the air goes over the rear seat and off the back of the car rather than swirling around to make rear-seat passengers uncomfortable. To complete this “management” job, Mercedes has added a small wind blocker between the headrests of the rear seat.

GWA-Tuning Mercedes E63 AMG Wagon

GWA-Tuning is a new name in the business, but the first project they’re presenting is a rather interesting one. It’s a full body kit for the new Mercedes E63 AMG Station Wagon, consisting of modified bumpers, spoiler lip, side skirts, carbon side vents, roof wing, huge rear diffuser and a pair of twin mufflers. The best part of it however, is the new front grille which looks really good.

The body can be garnished with LED and fog lights, a few graphics, and carbon fiber cover for side mirrors and pillars. As for the wheels and tires, GWA is proposing a set of 19X8.5 in front and 20X10 in the rear, in combination with a suspension lowering module which drops the car by a few inches.

The full GWA kit for Mercedes E63 costs up to 22,000 Euros.

First Look: Mercedes-Benz SLS AMG E-Cell Prototype

the all-electric Mercedes-Benz SLS AMG E-Cell Prototype has slightly less horsepower than its gas-powered sibling. But it still has a very impressive 526 horsepower and 649-pound-feet of torque -- the latter available from the moment you mash the pedal to the floor. When you do stomp the E-Cell's accelerator, it will blast 60 mph in four seconds, according to the Benz AMG folks.

Despite the E-Cell's impressive numbers, why remove the SLS AMG's 6.2-liter, 563 horsepower V-8, one of the most sonically rewarding supercar mills in production? It's all part of Mercedes' AMG Performance 2015 strategy, the goal of which is to "continually reduce the fuel consumption and emissions of new models in the coming years, while at the same time enhancing the core brand value of performance," says Ola Källenius, Mercedes-AMG GmbH's new chairman.

The electric drivetrain allows AMG to place weight efficiently and required no modifications to the SLS' aluminum spaceframe. The lithium-ion polymer battery modules sit in front of the firewall, in the center tunnel, and behind the seats, aiding in both lowering the E-Cell's center of gravity and better balancing its weight. The motors, though not mounted on the wheel-hubs, are low in the chassis and close to each wheel. Each motor can achieve a maximum of 12,000 rpm.

The two motors up front did require AMG to redesign the front suspension. The present SLS has a double wishbone while the E-Cell employs an independent multilink suspension with pushrod damper struts. Still, Mercedes maintains that the E-Cell retains the handling characteristics of the gas-powered SLS. It should sure stop like one: The E-Cell wears the SLS's optional ceramic composite brakes, sized 18.5-inches front and 14.2-inches rear. The rotors are 40-percent lighter than the standard set of binders, and they also charge the battery during braking.