Dodge viper

The Dodge Viper is the most powerful production car made by Dodge. Production of the two seat sports car began at New Mack Assembly in 1992 and moved to its current home at Conner Avenue Assembly in October 1995.

Development


The Viper was conceived as a modern take on the classic American muscle car. While there are some who insist that the iconic AC Cobra was a source of inspiration, the final version of the Viper was far too large and heavy to seriously claim any direct lineage with the compact and lightweight vehicle. Most saw claims to kinship with the Cobra as a marketing exercise, although Carroll Shelby was involved in the initial design of the Viper.

The Viper was initially conceived in late 1988 at Chrysler's Advanced Design Studios. The following February, Chrysler president Bob Lutz suggested to Tom Gale at Chrysler Design that the company should consider producing a modern Cobra, and a clay model was presented to Lutz a few months later. The car appeared as a concept at the North American International Auto Show in 1989. This concept vehicle was originally named Copperhead because of it's low, wide appearance characteristic of reptiles and would later be changed to Viper. Public reaction was so enthusiastic, that chief engineer Roy Sjeoberg was directed to develop it as a production car.

Sjoberg selected 85 engineers to be "Team Viper", with development beginning in March 1989. The team asked then-Chrysler subsidiary Lamborghini to cast some prototype aluminum blocks based on their V10 truck engine for sports car use in May. The production body was completed in the fall, with a chassis prototype running in December. Though a V8 was first used in the test mule, the V10 which the production car was meant to use was ready in February 1990.

Official approval from Chrysler chairman, Lee Iacocca, came in May 1990. One year later, Carroll Shelby piloted a preproduction car as the Indianapolis 500 pace car. In November 1991, the car was released to reviewers with first shipments beginning in January 1992.

First generation (1992—1995)
The first prototype was tested in December 1989. It first debuted in 1991 with three pre-production models as the pace car for the Indianapolis 500 when Dodge was forced to substitute it in place of the Stealth, and went on sale in January 1992 as the soft roofed RT/10 Roadster.

The centerpiece of the car was its engine. Originally designed for a truck platform and based on the Chrysler LA design, a division of the Chrysler Corporation revamped Dodge's cast-iron block V10 for the Viper by recasting the block and head in aluminum alloy. Some within Lamborghini felt the pushrod two-valve design, while adequate for the truck application, was unsuitable for a performance car and suggested a more comprehensive redesign which would have included four valves per cylinder. Chrysler, however, was uncertain about the Viper's production costs and sales potential and so declined to provide the budget for the modification.

The engine produced 400 hp (298 kW) at 4600 rpm and 450 ft·lbf (610 N·m) of torque at 3600 rpm, and thanks to the long-gearing allowed by the torquey engine, provided surprising fuel economy at a claimed 21 mpg US (11.2 L/100 km) if driven sedately. The body was a tubular steel frame with resin transfer molding (RTM) fiberglass panels. Much of the suspension, following the manufacturer's "engine first" mantra, was sourced from the Dodge Dakota pickup. Typical of American performance car design, it had a front-mounted engine driving the rear wheels; it was also heavy with a curb weight of 3,280 lb (1,488 kg) and lacked many modern driver aids such as traction control or anti-lock brakes. Car and Driver magazine referred to this generation as "the world's biggest Fat Boy Harley", and likened driving it to "playing ping pong with a Louisville Slugger baseball bat." Despite this, in straight line performance, it completed a quarter mile in 12.9 seconds and had a maximum speed of 164 mph (264 km/h).

The car was also devoid of any real luxuries. Along with the absence of exterior door handles, the vehicle lacked windows and even a roof. Although a soft top cover was available, it was designed primarily for outdoor vehicle storage. In terms of interior space, the trunk was large enough for the rain cover and little else. Chrysler's purpose for the vehicle was clear in almost every aspect of its construction; from the unyielding bolstering of the seats to the side-exit exhaust that came with its own disclaimer against passenger injury. Performance came first, creature comforts last (if at all).

Performance:

0-60: 4.6 sec.

0-100: 9.2 sec.

quarter mile: 12.5 sec. @ 112 mph

top speed: 180+ (confirmed by Road and Track magazine / 1992)

700 ft slalom: over 65 mph

skidpad average g: .96

Bugatti Veyron

The Bugatti Veyron 16.4 is currently the fastest, most powerful, and most expensive street-legal production car in the world, with a proven top speed of over 400 km/h (407.5 km/h or 253.2 mph).[1] It reached full production in September 2005. The car is built by Volkswagen AG subsidiary Bugatti Automobiles SAS in its Molsheim (Alsace, France) factory and is sold under the legendary French Bugatti marque. It is named after French racing driver Pierre Veyron, who won the 24 hours of Le Mans in 1939 while racing for the original Bugatti firm. It is also the world's second supercar with 16 cylinders, after the Cizeta Moroder V16T.

Specifications
the W16 engine

The Veyron features a W16 engine—16 cylinders in 4 banks of 4 cylinders, or the equivalent of two narrow-angle V8 engines mated in a "W" configuration. Each cylinder has 4 valves, for a total of 64, but the narrow V8 configuration allows two camshafts to drive two banks of cylinders so only 4 camshafts are needed. The engine is fed by four turbochargers, and it displaces 8.0 L (7,993 cc/488 in³) with a square 86 by 86 mm bore and stroke.

Putting this power to the ground is a dual-clutch DSG computer-controlled manual transmission with 7 gear ratios via shifter paddles behind the steering wheel boasting an 8 ms shift time. The Veyron can be driven by full automatic transmission. The Veyron also features full-time all-wheel drive developed by UK based Ricardo helping to transfer power to the road. It uses special Michelin run-flat tires designed specifically for the Veyron to accommodate the vehicle's top speed.

The car's wheelbase is 2710 mm (106.3 in). Overall length is 4462 mm (175.8 in). It measures 1998 mm (78.7 in) wide and 1206 mm (47.5 in) tall.

Kerb weight is estimated at 4,160 lb (1890 kg). This gives the car a power to weight ratio of 529 bhp/tonne.

The Bugatti Veyron has a total of 10 radiators.
3 radiators for the engine cooling system.
1 heat exchanger for the air to liquid intercoolers.
2 for the air conditioning system.
1 transmission oil radiator.
1 differential oil radiator.
1 engine oil radiator.
1 hydraulic oil radiator for the spoiler.

Performance
The key

According to Volkswagen, the final production Veyron engine produces between 1020 and 1040 metric hp (1006 to 1026 SAE net hp), so the car will be advertised as producing "1001 horsepower" in both the US and European markets. This makes it the most powerful production road-car engine in history. Peak torque is 1250 N·m (922 ft·lbf).

Top speed was initially promised to be 252 mph (406 km/h), but test versions were unstable at that speed, forcing a redesign of the aerodynamics. In May 2005, a prototype Veyron tested at a Volkswagen track near Wolfsburg, Germany, and recorded an electronically limited top speed of 400 km/h (249 mph). In October, 2005, Car and Driver magazine's editor Csaba Csere test drove the final production version of the Veyron for the November 2005 issue. This test, at Volkswagen's Ehra-Lessien test track, reached a top speed of 253.2 mph (407.5 km/h). The top speed was verified once again by James May on Top Gear, again at Volkswagen's private test track. When getting close to the top speed during the test he said that "the tires will only last for about fifty minutes, but it's okay because the fuel runs out in twelve." He also gave an indication of the power requirements, at 155mph the Veyron was using approximately 270BHP, but to get to its rated 253mph top speed required far more from the engine, due to non-linear increases in drag at high speeds.

The Veyron is the quickest production car to reach 100 km/h (62 mph) with an estimated time of 2.5 seconds. It reaches 60mph in approximately 2.46 seconds. It also reaches 200 and 300 km/h (124 and 186 mph) in 7.3 and 16.7 seconds respectively. This makes the Veyron the quickest accelerating production car in history. It also consumes more fuel than any other production car, using 40.4 L/100 km (5.82 mpg) in city driving and 24.1 L/100 km (10 mpg) in combined cycle. At full throttle, it uses more than 125 L/100 km (2.1 mpg), which would empty its 100 L fuel tank in just 12.5 minutes. The car's everyday top speed is listed at 234 mph (377 km/h). When the car reaches 137 mph (220 km/h), hydraulics lower the car until it has a ground clearance of about 3 1/2 inches (8.9 cm). At the same time, the wing and spoiler deploy. This is the "handling" mode, in which the wing helps provide 770 pounds (3425 newtons) of downforce, holding the car to the road. The driver must, using a special key (the "Top Speed Key"), toggle the lock to the left of his seat in order to use the maximum speed of 253.2 miles per hour (407.5 km/h). Theoretically it can go faster but it is electronically limited to 253.2 miles per hour (407.5 km/h) to prevent tire damage. The key functions only when the vehicle is at a stop when a checklist then establishes whether the car—and its driver—are ready to enable 'top speed' mode. If all systems are go, the rear spoiler retracts, the front air diffusers close and the ground clearance, normally 4.9 inches (12.4 cm), drops to 2.6 inches (6.6 cm).

The Veyron's brakes utilize unique cross-drilled and turbine-vented carbon rotors, which draw in cooling air to reduce fade. Each caliper has eight titanium pistons. Bugatti claims maximum deceleration of 1.3 g on road tires. Prototypes have been subjected to repeated 1.0 g braking from 194 to 50 mph (312 to 80 km/h) without fade. With the car's fearsome acceleration from 50 to 194 mph (80 to 312 km/h), that test can be performed every 22 seconds. At speeds above 124 mph (200 km/h), the rear wing also acts as an airbrake, snapping to a 70-degree angle in 0.4 seconds once brakes are applied, providing 0.5 g (4.9 m/s²) of deceleration. Bugatti claims the Veyron will brake from 252 mph (406 km/h) to a standstill in less than 10 seconds. The braking is also so evenly applied that the car will not deviate from a straight path if the driver lets go of the steering wheel, even with the brakes fully applied starting from close to top speed.

Official unveiling


The production Veyron was shown for the first time on October 19, 2005 at the Tokyo Motor Show. The official United States launch for the production version occurred at the 2006 Los Angeles International Auto Show in January. Visual differences between the prototype and production Veyrons are slight, but noticeable marks include the addition of marker lights or reflectors on the front fenders and a more pronounced "dorsal spine" on the hood (reminiscent of the Bugatti Atlantic), especially near the windshield.

Six Veyrons were sold at the 2005 Dubai Motor Show in December, reportedly including the demonstration models used on the stands there. These would be the first reported private sales of the car. Reports also indicate that deposits have been taken on 45 Veyrons as of December.

Final numbers
Vehicle type: mid-engine, all-wheel-drive, 2-passenger, 2-door coupe
Base Price: € 1,127,210 (£757 359, $1,440,800)
Engine type: quad-turbocharged and intercooled DOHC 64-valve W-16, aluminum block and heads, direct fuel injection
Displacement: 7993 cm³ (488.8 in³)
Performance ratings :
Zero to 60 mph (97 km/h): 2.5 s
Zero to 100 mph (161 km/h): 5.4 s
Zero to 150 mph (241 km/h): 9.3 s
Zero to 200 mph (322 km/h): 20.2 s
Zero to 250 mph (402 km/h): 55 s
Zero to 100 km/h: 2.5 s
Zero to 200 km/h: 7.3 s
Zero to 300 km/h: 16.7 s
Zero to 400 km/h: 55 s

Audi A5

The Audi A5 is a compact coupé, based on the A4 and Audi Nuvolari Concept which will be unveiled on the March 6, 2007 at the Geneva Motorshow and is expected to be released by Audi later in the year. The two-door coupé and convertible versions will compete against the Mercedes-Benz CLK-Class and BMW 3-Series. On May 10, 2006, Audi confirmed that the A4-based A5 would go into production. The A5 is notable as it departs from Audi's trademark "overhung" engine mounting position over the front axle, in favour of the powertrain being located behind the axle - in an effort to achieve a more even 55/45 weight distribution between the front and rear wheels.

The Audi A5 is the next model to be released following the TT and R8 models. The A5 is based on the Nuvolari which had a 600bhp bi-turbo V10 and will be the third recent vehicle to go from concept to reality. The first two were the Q7 (Pikes Peak) and the R8 (Le Mans). The A5 will debut at the Geneva Motor Show in March 2007 with the 3.2 Liter V6 engine delivering 265 horsepower. Audi is investing billions of dollars into their new vehicle development and has had over 10 years of increasing sales due to their previous efforts. The new A5 platform is based on a modular design that will also allow the next generation A4 and A6 models to benefit from the more rear situated engine placement.

Audi Q7

The Audi Q7 is a full-size luxury SUV produced by the German car manufacturer Audi since 2006 (with the help of Noble engineers such as Laboyrie, Gregg and McHewgor), released at the same time as the competing Mercedes-Benz GL-Class. The Q denotes a new family of vehicles for Audi, designated the 7 in its placement between the Audi A6 and Audi A8.

The Q7 utilizes a modified version of the Volkswagen 7L platform. Based on the Audi Pikes Peak Quattro concept car, the Q7 is designed more for on-road use even than its Volkswagen cousin. It has fared comparatively poorly in road tests involving off-road driving, being described in The Times as "absolutely useless". It lacks the Touareg's locking differentials and low-range transfer case but gains a third-row seating option. The production model was unveiled at the Los Angeles Auto Show in January 2006.

Audi's 350 PS (257 kW), 440 N·m (325 ft·lbf) 4.2 L (4163 cc) V8 and 280 PS (206 kW) V6 3.6 L gasoline engines are offered, with a 233 PS (171 kW) V6 Diesel engine making up the bulk of the sales in Europe.

Lawsuit on the use of the letter Q

In early 2005, Nissan sued Audi over the use of the letter "Q" as a model name. Audi is using the "Q" for the designation of their quattro all wheel drive system used in production cars for over twenty-five years (Audi's "quattro" trademark is actually an umbrella term for several types of all wheel drive systems developed by Haldex AB, Torsen and Borg-Warner, the latter being used in the Q7). Nissan's Infiniti marque had been using Q as the name for sedans (the Q45) and SUVs (the QX4 and QX56) since 1989.

V-12 Turbodiesel

To underline the racing success of its diesel-engined Le Mans-winning R10 racer, Audi debuted a new V12 TDI Q7 at the 2006 Paris Auto Show. It uses piezo fuel injectors like the 2008 Ford Super Duty. The twin-turbodiesel six-litre engine could generate 500 bhp and 738 lbft (1000 Nm) of torque, making it the most powerful diesel engine in use in a passenger car. Even though the performance figures are good for a vehicle of its size, the Audi engineers initially wanted to find a way to fit the engine into one of their smaller models. This way they would be able to fully understand the potential of the diesel engine and make a bold statement to all the diesel doubters in the world. However if the engine was to be kept in the engine bay, the Q7 was the only car in their line-up which is big enough for the task. The crossover had unique LED lights and other exterior trim that identified it as a special model within the Q7 range. Sales are to begin in 2007 in Europe; North American sales plans were not announced.

Safety

Despite it's multiple airbags and latest in safety electronics, such as ESP, Q7 scored only 4 stars in the EuroNCAP crash-test. Most of the latest cars get 5 out of 5 stars. According to Audi this was caused by a design error and has since been fixed in cars manufactured after the NCAP test which should allegedly lead to 5 stars. However, official tests to prove this remain to be done as of November 2006.

In the USA however Q7 got 5 stars from the NHTSA safety test for both front and side impacts.

Chevrolet Corvette Z06

The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 L (7,008 cc/427.6 in³) version of the small block engine codenamed LS7. Officially certified output is 505 hp (377 kW). Dave Hill, the chief engineer for the C6 Corvette, says that it is a much further departure from the standard Corvettes and more like the C6-R that GM is building for the American Le Mans Series. Its performance is similar to the Ford GT and the Dodge Viper SRT-10. Official performance figures indicate that the Z06 can reach 60 mph in just 3.5 seconds from a standing start in first gear. In the summer of 2005, GM and Corvette Racing driver Jan Magnussen brought the new Z06 to the Nürburgring in Germany. Magnussen drove the Z06 to a time of 7:42.99; few production cars have posted faster times. Car and Driver tested the Z06 in their December 2005 issue, recording a 0 to 60mph time of 3.4 seconds and a standing quarter mile of 11.9 seconds at 125 mph.

In addition to the larger engine, the C6 Z06 has a dry sump oiling system, ensuring proper engine lubrication during periods of high (lateral) acceleration and allowing the engine to be mounted low inside the chassis. Connecting rods made out of titanium further lighten the reciprocating mass of the engine while being stronger than the steel rods they replace. Altogether, the Z06 model not only produces more power, it revs higher than any other Chevrolet LS-motor.

In a radical departure from anything Chevrolet has ever done before, the primary structural element of the C6 Z06 is aluminum instead of steel as on the non-Z06 cars. The hydroformed aluminum frame remains dimensionally identical to its steel brethren but is significantly lighter. The front fenders are made of carbon fiber to reduce weight, while wider rear fenders allow for the wider tires necessary to deal with the engine's increased power. The Z06 officially weighs 3132 lb (1421 kg), giving it a power to weight ratio of 6.2 lb/hp (3.8 kg/kW or 361 bhp per tonne). The C6 Corvette Z06 is the first 500+ hp production car to avoid the US government Gas Guzzler tax.

On October 31, 2005, the application of magnesium AE44 alloy in the engine cradle (the world's first magnesium chassis component) was bestowed an Honorable Mention in the Automotive News PACE™ (Premier Automotive Suppliers' Contributions to Excellence) Awards competition. This is the first award granted to the C6 Z06 Corvette. The suppliers receiving the award were Norsk Hydro Magnesium and Meridian Technologies, Inc.

Taken as a whole, the C6 Z06 is more similar to its race-going variant, the C6-R, than the C5 Z06 was to the C5-R. The number of production automobiles from all marques across the globe featuring more than 500 hp (370 kW) is small indeed. With an official list price of US$70,000 per unit, it will likely be the only such vehicle in existence with a price tag under US$85,000. Proof that the car was priced aggressively, dealers in the United States have successfully marked the Z06 up to anywhere from $80,000 to $100,000, due to strong sales and low inventories [in 2006].

The Z06 was the official pace car for both the 2006 Daytona 500 and the Indianapolis 500 race, and notably so since it was the first pace car faster than cars it was pacing. The special Pace Car edition Z06 was unveiled at the Los Angeles Auto Show in January. It was also awarded to St. Louis Cardinals shortstop David Eckstein as his prize for being the 2006 World Series MVP, although Eckstein does not know how to drive a stick. The 2007 Z06 was also one of Automobile Magazine's "Automobile All-Stars" for 2007.

Renault Clio V6

The Renault Sport Clio V6 is a Hot Hatch designed and built by French manufacturer Renault. It was launched in 2001 as a supersport version of the Renault Clio. The Clio v6 is approaching cult status as production of these rare & beautiful cars has now ceased. The long-term reviews in EVO magazine were enthusiatic for both the Phase 1 & Phase 2 versions, and Top Gear's Jeremy Clarkson commented "In my perfect 10 car garage I would definitely have one of these – no question".

The 2001 Clio V6 (Phase 1) was based on the MkII Clio, though it shares very little by way of parts with that car. The 3.0 V6 engine, sourced from the Renault Laguna was upgraded to around 230 hp and placed in the middle of the vehicle where the more ordinary Clios have rear seats - making this car a 2-seater. The Clio V6 (Phase 1) was facelifted in 2003 to resemble the MkIII Clio, and was extensively reworked following criticisms of the original Clio V6's handling (especially in the wet). The new vehicle had an upgraded 255 hp V6, but also much more tractable and predictable handling. According to BBC's Top Gear programme, the later Phase 2Clio V6 has similar performance to an Aston Martin Vantage.

In order to accommodate the radical change from front-engine, front-wheel drive hatchback to mid-engine, rear-wheel drive 2 seater quasi-coupé, the car had to be extensively reworked structurally, leading to the Phase 1 version being some 300 kg (660 lb) heavier than the sportiest "regular" Clio, the 172 Cup. Due to this, even though the V6 model had significantly more power, it was not markedly faster than the 172 Cup - accelerating to 60 mph in 6.2s compared to the Cup's 6.7s - though its maximum speed was more significantly higher (146 mph compared to 138 mph). The Phase 2 Clio V6 gained even more weight but offset it with even more power resulting in a reduced 0-60 mph run at 5.6s and a 153 mph top speed.

The Clio V6 was until 2006 the most powerful serial produced hatchback in the world with 255 bhp, exceeding the Ford Focus RS (225 bhp), the Alfa Romeo 147 GTA (250 bhp) and the SEAT León Cupra R (225 bhp), and only surpassed by the BMW 130i with 265 bhp.

Though based on a utilitarian hatchback, the Clio V6 is not a practical family car. The 24mpg average leads to an empty fuel tank in just over 300 miles. The loss of the back seats AND most of the boot space, due to the engine placement, results in a severe restriction in luggage space - there is only a small space in the front where the engine used to be, suitable for a holdall or week-end groceries, a small but useful netted area behind the seats plus a small stash area under the tailgate. The enhanced steering makes tight manoeuvring a little challenging but multi-story carparks are still negotiable. The Clio V6 has a turning circle of around 13 metres (43 ft) - around three car lengths - turning what might normally be a 3-point turn into a 4-point turn. Despite these limitations, the Clio V6 is easy to live with on a day to day basis. The mechanicals are tough & reliable. Many owners upgrade the exhaust for slightly more power & a racier sound. Standard equipment includes rain sensing windscreen wipers, automatic headlights, air conditioning, and 6 speakers & CD changer.

The last Clio V6 retailed for a recommended £27,125 in the UK, until it was withdrawn from sale - coinciding with a facelift for the Clio range. As of yet there is no news on a new Clio V6 model.

Mercedes SLR

The Mercedes-Benz SLR McLaren is a sports car and supercar automobile co-developed by DaimlerChrysler and McLaren Cars. It is the fastest automatic transmission car in the world. It is assembled at the McLaren Technology Centre in Woking, England. Most people presume "SLR" to stand for "Sportlich, Leicht, Rennsport" (German for "Sport; Light; Racing"), while it actually means "super-leicht, Rennsport" (super-light, racing). The car's base price is €443,066 £300,000 or $450,000 (see today's $/£/€ parity) .

A new version was introduced in 2006 called the "2007 Mercedes-Benz SLR 722 Edition". The "722" refers to the victory by Stirling Moss and his co-driver Denis Jenkinson in a Mercedes-Benz 300 SLR with the starting number 722 (indicating a start time of 7:22 a.m.) at the Mille Miglia in 1955. The "722 Edition" creates 650 bhp, with a top speed of 337 km/h (3 more than the standard SLR). Countering the problems from the previous, a new suspension is used with 19-inch light-alloy wheels, a stiffer damper configuration and 0.4 inches lower body. The SLR is planned to end production in 2008, according to Mercedes-Benz.

The Mercedes McLaren SLR is inspired by the Mercedes-Benz 300 SLR of 1955. This sports car racer was actually based on the W196 F1 car, yet named after the road-going Mercedes 300SL Gullwing. A notable feature of the SLR is its gullwing doors, a homage to the original 300 SLR.

Engine

The SLR has a supercharged 5.5 (5439 cc) litre dry sumped 90 degree V8. It produces 466.8 kW at 6500 rpm (626 hp) and 780 N·m (575 ft·lbf) torque at 3250 - 5000 rpm. AMG technicians took the original SL-55 AMG engine and optimized its capacities by enlarging the fuel pump, the cylinders, and put a larger cooling system that absorbs air to cool down the engine. It has 3 valves per cylinder with SOHC. This is very unusual as most supercars, indeed most modern cars, have DOHC and 4 valves per cylinder, but it keeps with the recent trend in modular V engines from Mercedes Benz and decreases engine emissions. The Twin-screw type supercharger and the 2 aluminium rotors have a maximum speed of 23,000 rpm. It is mounted between the two engine banks and uses 120 bhp at maximum capacity.

Unlike most of its contemporaries, its engine is front-mid mounted. McLaren took the original concept car designed by Mercedes and moved the engine fully 1metre behind the front bumper, and around 50 cm behind the front axle. They also optimised the design of the centre firewall.

Brakes

The brake discs are carbon-ceramic which provide better stopping power and fade resistance than steel discs. Mercedes-Benz claim these discs are fade resistant to 1000 °C. The front discs are internally vented and 370 mm in diameter. 8 piston calipers are used. Rear discs are 360 mm in diameter with 4 piston calipers. The result of these massive rotors is a maximum braking power of 1500 kW. When it is wet the calipers automatically skim the surface of the disks to keep them dry.

The SLR also has a spoiler mounted on the rear which pops up when braking from high speeds. The spoiler greatly increases drag at high speeds. See for a picture of the spoiler down and up (in use). This additional braking power on the order of 0.25 g of deceleration helps the car to stop quicker than any other car of its category.

The SLR has been criticised for its braking performance. While all agree that the brakes are extremely powerful, some critics argue they are either "on or off". Such critics include Top Gear's Jeremy Clarkson and Richard Hammond. In addition to this when the SLR is under braking extra fuel is pumped in to cool the engine. Since the exhausts are mounted in front of the driver's position the smell of unburnt fuel is noticed in the cabin.

Clarkson commented that "[The brakes] glow when you use them, and catch fire when you use them a lot". The brakes burn any debris on them and contrary to popular belief, the car itself does not catch on fire. This was proven during the 2006 Goodwood Festival of Speed when during the Supercar Run, Gary Paffett performed a huge burnout, only to have the brakes catching fire, though relatively small and could be seen around the rim as the car stood still.

Transmission

The SLR comes with a five speed automatic transmission with three separate modes: Sport, Comfort and Manual. Sport used for everyday use, Comfort starts in second gear for bumpy or slippery roads. Manual allows the driver to shift gears with the touchpad or the simple levers on the steering wheel. When in Manual, three additional modes (Sport, Supersport, Race) on the second dial can be used, each significantly making quicker shift times. This is the same transmission as used in other performance models such as the SL65 AMG. The Mercedes-Benz seven speed automatic transmission as used on the SLK 55 AMG cannot handle power and torque output of the SLR; hence it is fitted with only a five speed transmission.

The gear ratios are as follows: 3.56:1, 2.19:1, 1.41:1, 1.00:1, 0.831:1.

Performance

Mercedes-Benz claims that the car accelerates from 0 to 100 km/h in 3.8 seconds (0-60 mph in 3.4 seconds at 98 °F), 0-200 km/h in 10.6 seconds, and 300 km/h in 28.8 seconds, and has a top speed of 334 km/h (207 mph)[1] which makes it the fastest automatic, (although some consider the Bugatti Veyron to be the worlds fastest automatic car, it utilizes a dual clutch sequential manual transission and not a true automatic). The car uses carbon fibre for its body construction which makes it lighter. The car is, however still quite heavy at 1768 kg due to the numerous luxury items included in it. It has never reached a higher speed than 210 mph.

Car and Driver got a 0-60 time of 3.6 seconds, and a quarter-mile time of 11.6 seconds at 125 mph. These are during a test session that took place in the late afternoon, when October temperatures were on the decline. C&D suggests the times may be even lower if temperatures were higher. Car and Driver got top gear acceleration 30-50 mph and 50-70 mph times of 1.7 and 2.4 seconds, which are the fastest ever recorded by the magazine in a production car. The SLR also pulled 0.97 g on the skidpad.

The German magazine Auto Motor und Sport, in 2004, tested the SLR at the Nardo test track in southern Italy. They reported that the SLR accelerates from 0 to 100 km/h in 3.8 seconds, 200 km/h in 10.7 seconds, and 300 km/h in 30.6 seconds. The car's 400-meter time and 1 km time were found to be 11.5 seconds at 207 km/h, and 20.5 seconds at 269 km/h, respectively.

The most criticised parts of the car are its brakes. "It's not that they don't work—they do, but it's the way they do it: they are either on or off" (Richard Hammond, on Top Gear). Although extremely powerful, they are described as binary, as if they were made for panic stops at 200 mph.

Some critics suggest the better buy is a Mercedes-Benz SL65 AMG - a more planted car with a more powerful engine (738 lb-ft torque), for about $200,000 less. It accelerates 0-60 mph 0.1 seconds slower and has a top speed limited to 155 mph. . It can however have the speed limiter removed for a mere 800 dollars with a chip from Brabus or Renntech.

Not many cars are in the same league with the SLR. It's cheaper than an Enzo Ferrari by about $200,000, but costs about $10K more than a Porsche Carerra GT. It only costs half as much as a McLaren F1 did in 1997. The SLR can't touch the top speeds of the Enzo or the McLaren F1 (217 and 240 mph, respectively), but it beats the Carerra GT by two mph.
The Enzo and F1 also dwarf the SLR's horsepower, but the Carerra GT is more comparable, with only 604 hp to the SLR's 617. Perhaps the most telling difference is weight. The McLaren F1 is a slender 2,513 lbs., the Enzo weighs 3,020 lbs., and the Carerra GT weighs in at 3,043 lbs. The SLR, with its luxury interior, is a scale-busting 3,858 lbs.

Despite its 2-ton weight, the fuel economy is generally higher than the lighter Lamborghini Murcielago, and even its less expensive, lighter, and less powerful sibling, Gallardo. Also, BBC auto show Top Gear put this car and the Porsche Carrera GT on its track, and the Porsche beat the SLR-Mclaren by just over a second (1:19.8 vs. 1:20.9).

Special editions
722 Edition

A special edition known as the 722 Edition was released in 2006, to commemorate a previous Mercedes 'SLR', the 300 SLR. The 722 number is a reference to the race number of Denis Jenkinson and Stirling Moss's 1955 Mille Miglia winning 300 SLR, indicating their start time of 7.22 a.m.

Power is boosted to 478 kW (650 hp) and 820 N·m (605 ft·lbf) torque at 4000 rpm. Modifications were also made to the suspension, with a stiffer damper setup and 10 mm (0.4 in) lower ride height introduced for improved handling. Larger 390 mm diameter front brakes and a revised front air dam and rear diffuser were fitted.

Overall performance has increased, with a claimed 0-100 km/h time of 3.6 seconds, 0-200 km/h time of 10.2 seconds and 0-300km/h in 28 seconds.

Exterior changes included larger 19-inch black alloy wheels and red "722" badging (harking back to the original 722 racer).