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Mercedes is preparing a full model change of its CLS sport sedan-coupe. It will be shown at the end of 2010, and likely go in U.S. sale as a 2012 model.
The car shares its platform with the recently renewed E-Class, but the design is far more expressive. While its silhouette is an evolution of the current car, there are substantial changes to the nose, which is more upright and forceful.We spoke to Mercedes’ head of passenger car design Karl-Heinz Bauer. He explained that he believes the mainstream Benzes will have to get more subtle in their design in coming years as owners want to be less flashy about their spending and driving habits. But he says the niche models such as the CLS and other coupes and sports cars will compensate by going the other way, getting more expressive.What this means for the CLS is that the flanks will have an exaggerated version of the crease that runs upward ahead of the rear wheel and then flicks backward. It will also have a strong curved beltline, and wraparound rear lamp clusters. These photos show the AMG 63 version, wearing plastic panel disguise. Although the hood has apparent vents, these are dummies that won’t appear in production.
Other big news for the CLS is that it will introduce a new family of downsized turbocharged direct gas injection engines. The technology has just been introduced on a European four-cylinder engine in the E-Class, the E250CGI. This is just a 1.8-liter four-cylinder, yet it makes 204 hp and 229 lb-ft of torque at 2000 rpm.Benz engineers have confirmed to MT that in the next CLS, a V-6 will use the same DI turbo technology. We expect a 3.0-liter, with two outputs either side of 300 hp. A turbo V-8 will run to about 400 hp. All use the automaker’s seven-speed autobox.
Above those comes the mighty 525 hp 6.3-liter AMG version seen in these shots. Its transmission is the AMG Speedshift MCT, a seven-speed auto trans with a robotically controlled clutch pack in place of the torque converter, for smooth starts and whip-fast on-the-gas shifts. It has widened tracks, and a hybrid suspension system of coils at the front and air springs behind, with adaptive dampers. Carbon-ceramic brake rotors will be available.It is also possible that the four-cylinder version of the CLS, as well as a CLS350 BlueTec diesel, will make it to the U.S., depending on demand (both customer and legislative) for more economical vehicles.
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A new bill filed in Congress is now pitting some car repair shops and car parts manufacturers with auto insurance companies.
H.R. 3059, known as the “Access to Repair Parts Act” is the brainchild of Representative Zoe Lofgren (D) of San Jose. If passed into law, U.S. could see the entry of more imported spare parts for vehicles. However, the parts specified in the bill only include collision parts like hoods, fenders, doors, and windshields.
So, what’s the fuss with this bill? Well, the specified car parts are mostly purchased by insurance companies, and not by consumers. The labor for replacing these parts is also paid for by the insurance providers. By allowing them to purchase and acquire spare parts from outside the U.S., repair costs could go down dramatically for the companies and consumers alike.
The bill also removes the complete legal protection that car manufacturers have for the design of their cars’ sheet metal encasing. Original Equipment Manufacturers are also poised to block the impending bill to prevent the entry of cheaper parts from countries like Taiwan and other countries. Some people have expressed concern that jobs in the U.S. could be affected if car insurance companies get their spare parts from other countries.
Collision repair specialists also say that most of the imported car parts are just clones of sample parts, not the real ones. This means that while they closely resemble original parts, they are far from perfect. The installation and use of these imported parts can spell disaster, they say.
Even car repair shops have joined the fray and in fact, associations representing these shops are gearing up to lobby for the legislation making it illegal for car insurance companies to force body shops to use imported clone parts. They contend that if clone parts do not meet specifications, body shops would have to foot the bill of sending them back or ordering new parts. Insurance companies are not required to pay car repair shops for the extra labor.
Analysts see a tough fight ahead for groups opposed to the bill. Several associations composed of insurance providers have expressed their support for the legislation. Among them are the American Insurance Association, Automotive Body Parts Association, Automotive Aftermarket Industry Association, Consumer Federation of America, National Association of Mutual Insurance Companies, Property C