They like the smooth ride. And note the price may be $91,000, which is less than previously posted…

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Mercedes S-class becomes a hybrid

By WES RAYNAL

Mercedes-Benz has been busy. Having just introduced a new E-class, it now presents the 2010 S-class. The lineup includes the S400 hybrid, and the first production Mercedes hybrid is aimed squarely at Lexus’s LS 600h.

The S-class hybrid, based on the long-wheelbase S-class, was introduced at the Shanghai motor show. The car is powered by the 3.5-liter Mercedes V6 gasoline engine. The engine will be familiar to C- and E-class owners, though it’s not exactly the same, because in the hybrid, the V6 has new cylinder heads, pistons and camshafts. Combined with the hybrid system, the engine produces 295 hp and 284 lb-ft of torque and is mated to the Mercedes seven-speed automatic transmission. The small lithium-ion battery-hybrid system is neatly integrated, and the battery–the first lithium-ion used in a production car–is guaranteed for the life of the car. The hybrid system adds 165 pounds.

Mercedes estimates that the S400 will get 23 mpg in the city and 33 mpg on the highway. We spent a day in one and were astonished at one thing:

The hybrid was so quiet, so smooth and seamless, that we barely noticed the gasoline engine cut out at traffic lights. Except for graphics on the dash and subtle exterior badges, you’d never know you were in a hybrid. It’s the smoothest gasoline-electric hybrid we’ve driven yet.

The car is no rocket; 0 to 62 mph takes 7.5 seconds, but under power, the car barely emits a sound. And we found that the hybrid system worked great at freeway speeds. Top speed is electronically limited to 130 mph, and when you apply the regenerative brakes gently, energy is sent to the battery.

Other than stop/start, it drives the way any other S-class does: The ride is peaceful and quiet, and the independent suspension keeps body motions in check.

The interior is gorgeous and typical high-quality S-class. One cool feature we don’t get in the United States yet is the split-view display, which allows the driver to operate nav or radio while the passenger can see a DVD on the same screen at the same time. It’s amazing technology, and Mercedes is waiting for U.S. regulators to sign off on it, which should happen by the end of the year, according to Thomas Weber, Mercedes board member in charge of research and development.

Weber also said that the entire Mercedes lineup eventually will be available as hybrids, either gasoline or diesel. He is aiming for that to happen in the next five years. “Our goal is to show that we can combine fuel efficiency with luxury throughout the lineup,” he said. “The S400 hybrid dispels the myth that good economy can only be had with small cars.”

The rest of the S-class line has been updated for 2010 as well. Changes include a new grille, new LED headlamps, a new front bumper with a chrome strip below the air intake and three color choices (amber, white and ice blue) for the ambient lighting inside.

The S400 hybrid is a good car that really moves the hybrid needle in terms of smoothness. Mercedes hasn’t determined final pricing but is aiming for $91,000. The car goes on sale in August.

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This article was last updated on: 06/08/09, 10:11 et

Got invited as press to preview the infamous 5-Series that has brewed some very heated debates here at GCZ. Pictures paint images of what a car looks like but are always short of the experiencing of a close encounter. In this instance the photos don’t fully encapsulate the appearance of the 5-Series GT. And sadly photographing the car was prohibited.

My absolute first impression was "Good lord it’s huge…………..but sleeker thank expected". In the same case with the Porsche Panamera, the rear end is highly controversial but contrary to my preconceived notions, the 5er GT has quite a slender appearance for a car of its size because it is rather large. As a matter as fact I’d undoubtedly proclaim is an MPV. On the inside awaits a large and airy atrium with a very wide panel stretching from left to right. And the center console is a tall order just like large family saloons, though it’s worth mentioning that this car has a slight twist to it thanks to BMW DNA which has resulted in a more driver orientated cockpit. Interior-wise there was nothing to fault and on a par with new E-Class although I haven’t had the chance to critically examine both in the fullest details. But I’m very content with what I’ve experienced so far and both manufacturers have done a terrific job.

BMW decided to bring the car in a grey/green paint job which I find a bit grim as opposed to the beige colour used in some of the photographs that we’ve seen. Although the grey colour didn’t do the best job accentuating the car’s exterior, it did have some very beautiful lines. Fabulous new design language. I do believe the lines will work best on a smaller car – the F10. The white angle eyes are highly tasteful and close the chapter for the signature orange ones we’re used to. Tail lights look absolutely stunning when someone hits the brake pedal, and the lights are of monstrous size. Make no mistake, this is a very large car so don’t kidd yourself. In terms of size it’s a blown up X6 and my photographer was the one who pointed out the cars similarities in size and shape. But the X6 is more athletic and feels a bit like a sedan on the inside compared with generous 5er GT. Sliding into the rear is where the card house collapsed. I’m 180cm tall and have roughly 5 cm of hair height which I could disappointingly feel rubbing the ceiling. This is not the case when I’m in the back of a 7-series, R-Class or a Volvo C30. With that being said the car is not for parents who plan on breeding basket ball players or princesses that enjoy wearing tiaras. It’s a bit of a waste given how large the car is.

This constraint makes the car unsuitable for anyone over 185cm and thus rule out the use as a corporate car. Families in the market for an A6 Avant and similar will probably be interested in the car but might very well chose to opt for an X6 because of the confined headroom in the 5er GT. So all in all, the existence of the car is very questionable and begs the question of what it really does for you. Physical constraints like headroom in the rear are incredibly hard to whiff off, though it’s a question whether one is willing to do such a compromise but why compromise when the car is not tight as sexy as a sedan? Very risky car by BMW and it suffer the threat of coming across as useless ones the new 5series have debuted because the only selling point it has got right now is the design. Just like initially said a few months ago, the car is very much an MPV with a compromised roof – BMW’s R-Class.