2011 mercedes benz models

2011 mercedes benz models DEFAULT
Acceleration Acceleration Acceleration tests are conducted on a smooth, flat pavement straightaway at the track. Time, speed, and distance measurements are taken with a precise GPS-based device that’s hooked to a data-logging computer.
0 to 60 mph 0 to 60 mph (sec.) The time in seconds that a vehicle takes to reach 60 mph from a standstill with the engine idling.
Transmission Transmission Transmission performance is determined by shifting smoothness, response, shifter action, and clutch actuation for manual transmissions.
Braking Braking The braking rating is a composite of wet and dry stopping distances and pedal feel. Braking distance is from 60 mph, with no wheels locked.
Emergency Handling Emergency Handling Several factors go into the rating, including the avoidance maneuver speed and confidence, as well as how the vehicle behaves when pushed to its limit.
Comfort / Convenience Comfort / Convenience
Ride Ride Our expert judgment of how well the suspension isolates and absorbs road imperfections and how steady it keeps the body on various road surfaces.
Noise Noise Our expert judgment of the vehicle&#;s interior noise level in everyday driving.
Front Seat Comfort Front Seat Comfort Our judgment of how comfortable the front seat is for drivers of various heights.
Rear Seat Comfort Rear Seat Comfort Our judgment of how comfortable the rear seat is for two passengers to sit across.
Interior Fit and Finish Interior Fit and Finish An expert evaluation of the interior quality and craftsmanship.
Trunk/Cargo Area Trunk/Cargo Area Our rating is based on the amount of luggage or cargo space that a vehicle has in the trunk or cargo area.
Fuel Economy & Emissions Fuel Economy & Emissions
Fuel Economy Fuel Economy
Sours: https://www.consumerreports.org/cars/mercedes-benz/e-class//overview/
Clean Retail Price

The MT clean retail price reflects a reasonable asking price by a dealership for a fully reconditioned vehicle (clean title history, no defects, minimal wear) with average mileage.

5-Year Cost to Own / Rating
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$87,Coming SoonComing Soon / N.A.

Mercedes-Benz E-Class Expert Review

Staff Writer

A new generation arrived for , as a coupe or sedan. Last year, the E-Class was given a new body style and interior. Sedans come with a choice of a diesel V-6, gas V-6, V-8, or AMG V All are backed by a seven-speed automatic, but the AMG gets its own seven-speed. The coupe replaced the CLK-Class, and in actuality it uses a different version of the platform than the sedan does. Compared with the CLK, the coupe is lower, longer, and wider, yet still shorter and lighter than the sedan. The coupe comes with a choice of two engines -- the liter V-6 and the liter V-8 as in the sedan.

Now added to the lineup are a cabriolet and a wagon. The four-seat cabriolet uses a soft top and has an Aircap feature, which reduces wind and noise, and Airscarf which can blow heated air from all four headrests onto the necks of everyone in the car. The wagon, in Luxury or Sport trims, can seat up to seven, thanks to a third rear-facing row.

Body styles: Sedan, coupe, convertible, wagonEngines: L V-6, L V-6, L V-8, L V-8Transmissions: 7-speed automaticModels: E Bluetec, E Sedan, E Sedan, E63 AMG, E Coupe/Cabriolet, E Coupe/Cabriolet, E 4Matic Wagon

The E-Class cabriolet and the wagon are new to the lineup for The soft-top convertible, which seats four, comes with the same engines as the sedan -- liter V-6 and liter V-8 -- and seven-speed automatic. It's designed to keep passengers warm and noise levels down in open-air driving, even when it's cold out. The wagon comes as an AWD V-6 only, with a third row that faces back and a rear air suspension.

The E-Class uses styling cues that are reminiscent of Mercedes past. The design is not universally loved, but it is a definite standout on the road. New inch AMG wheels are available and the coupe gets a new grille.

Leather and burl walnut wood trim are standard, as are power front seats. Mercedes' COMAND system is standard as well, with a seven-inch screen. Black Coupe and cabrio can be ordered with ash wood trim and two-tone interiors.

The sedan and coupe lean more toward being comfortable and smooth than high-performance cornering. When driving the coupe hard, its semi-C-Class underpinnings limit the car's handling. However, slow down just a touch, and coupe and sedan become much nicer to drive. The sedan is the only model in the line available with all four engines, including Mercedes' excellent turbodiesel.

Traction control, stability control, and four-wheel discs with ABS and brake assist are standard across the line. Up to 11 airbags are available (nine standard), as are features such as active lane keeping assist and blind spot assist.

E Sedan: 18 mpg city/26 mpg highwayE 4Matic Sedan: 16 mpg city/24 mpg highway E Coupe: 17 mpg city/26 mpg highway E Sedan: 18 mpg city/24 mpg highway E 4Matic Sedan, E Coupe: 15 mpg city/23 mpg highway E 13 mpg city/20 mpg highwa

  • Excellent build quality
  • Cool technology available
  • Smooth power
  • Optional diesel
  • Decent rear-seat room in coupe/cabrio
  • Controversial styling
  • No AMG option in coupe/cabrio/wagon
  • Coupe's platform limits hard driving
  • Only one engine for wagon

Odd style, great car underneath

  • BMW 5 Series
  • Audi A6
  • Infiniti M
  • Acura TL
Sours: https://www.motortrend.com/cars/mercedes-benz/e-class//
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From the November Issue of Car and Driver

It’s five and a half feet long. It weighs pounds. Height of an adult female, weight of a gallon or so of gas—these are the critical dimensions of the carbon-fiber driveshaft running between the engine and the rear-mounted transaxle in the new Mercedes SLS AMG. We note this here because, despite the car’s retro-gullwing looks, the SLS is utterly bleeding edge—both in terms of its technical attributes and what it represents for Mercedes’ in-house tuner. It is not simply a Mercedes with bigger wheels and a breathed-upon V-8 or V It is, down to its churning carbon-fiber core, AMG’s first dedicated automobile and the very antithesis of the overly complex and overweight half-million-dollar Mercedes SLR McLaren.

“The SLS is a serious super sports car,” says AMG chief of development Tobias Moers before taking a shot at the SLR, a carbon-fiber-bodied car that still managed to weigh in at pounds. “Our SLS weighs only pounds,” he says, nearly pounds lighter than the McMerc. Keeping the inch-long, two-seat SLS’s mass in check is its entirely aluminum construction (save for that driveshaft and steel A-pillars), a first for Mercedes-Benz. The aluminum structure weighs just pounds, Mercedes says.

The most distinctive aspect of the SLS’s appearance is, of course, its roof-hinged gullwing doors, an homage to the iconic SL Gullwing. But AMG personnel took pains to point out that the doors are the only thing the SLS has in common with the SL. “We do not build a retro car at all!” AMG boss Volker Mornhinweg explains sharply. “In fact, we think it is the most advanced super sports car you can buy today.”

Those gullwing doors look spectacular. Unlike with the original SL, where one had to slide over a wide sill because of the space-frame structure underneath, it’s easy to access the SLS’s cabin. There’s only one issue: Riders need long arms to reach the distant handles at the bottom of each door to pull them closed.

The interior is simple and uncluttered, much like a current SL roadster’s. While the car’s structure is a pure AMG design, most of the parts, except for the shifter, are from the Mercedes bin. The instrument cluster is clear and easy to read, and we love the round HVAC vents. The center console has an aluminum finish, with carbon fiber an option.

Press the starter button on the center console, and the now-familiar, AMG-designed liter V-8 awakens with an angry yelp. The idle is deep, and the revs rise and fall race-car swiftly. Code-named M, the engine is basically a reengineered version of the M unit that’s fitted to AMG’s “63” models. The M comes with an all-new magnesium intake, forged pistons in place of cast ones, and optimized tubular exhaust headers. The engineers also switched from a wet sump to a dry arrangement, allowing the engine to be mounted lower to benefit the SLS’s center of gravity. The maximum output of horsepower is delivered at rpm, and peak torque of pound-feet comes at rpm.

In order to satisfy emissions standards—EU5, LEVII, ULEV—the Bosch ME AMG engine management is set up to recharge the battery during deceleration. It’s another way of trying to eke out decent fuel economy, which, based on Mercedes’ European estimates, should equate to roughly 13 mpg city and 20 highway.

The SLS is the first Mercedes to use a new dual-clutch seven-speed transmission that was developed in conjunction with Getrag. This transaxle is mounted at the rear of the car and is connected to the engine by that carbon-fiber driveshaft. Perfectly executed blips of the throttle during downshifts not only make the shifts smooth, their bark could also break any nearby glass.

There are four driving modes to select via the snappily named “Drive-Unit” button on the center console, and these range from comfortable to extremely sporty. “C” stands for “controlled efficiency,” in which the car sets off in second gear. “S” (sport) rips off shifts that are 20 percent faster, while “S+” (sport plus) is again 20 percent quicker. “M” (manual) is fully 50 percent faster than “C.” A launch-control system is also on hand [see caption on next page].

Since we’re at a racetrack and not doing maximum acceleration runs, I decide to put the transmission selector into manual, which automatically moves the stability-control system into ESP sport. This allows for a higher intervention threshold but will hopefully save me from a close encounter with any scenery. And then it’s pedal to the carpet: The rear /30R tires bite into the pavement, the rear end squats slightly, and the SLS jumps forward. The explosive acceleration is accompanied by a powerful, throaty engine note that hardens to a metallic wail above revs. All the way to redline, the only engine that responds better is the Ferrari Scuderia’s fantastic V Performance feels exceptional: We expect 0 to 60 mph in seconds and the quarter-mile in , and Mercedes claims the SLS will continue on to a governed top speed of mph.

Coming up to a corner, I brake hard and the nose dips before easing into the bend. The optional carbon-ceramic brakes, which are inches in diameter at the front and inches at the back, are powerful and responsive, and the power-assisted rack-and-pinion steering is easily the sharpest we’ve encountered in a Mercedes street car. As soon as I jump back on the throttle, the rear end slides a bit, but that oversteer is easy to control. The car feels well balanced, likely helped by a claimed weight distribution of 48 percent in front and 52 percent in back. Sitting so close to the rear axle also heightens the driver’s sense of riding on all that power.

Traction out of corners is impressive, aided not only by the traction-control system but by a mechanical limited-slip differential. The suspension is fairly conventional, with control arms all around. They’re forged aluminum, as are the steering knuckles and hub carriers. The faster we go, the more stable the car seems. At anything above 75 mph, the rear spoiler springs into action to maintain the front-to-rear balance; go below 50, and it recedes. “We don’t think it is necessary to use the spoiler as an air brake,” Mornhinweg says, in another sly dig at the SLR.

As well as being an extremely well-balanced and exciting sports car that’s more entertaining than an SL63 AMG and more rounded and coherent than an SLR, the SLS is, oddly enough, a very practical supercar. It has six cubic feet of trunk space, possesses no fewer than eight airbags, and is very comfortable. It will take its occupants shopping just as easily as it will bound cross-country. It just won’t come cheap: We’re told it will fill the price gap between the SL63 and the SL65 Black Series when it’s available next spring. Figure about $,

During our drive, we couldn’t help but wonder if there is potential for an even lighter and more focused version of the car. There are, for instance, a couple of electric motors that are used to raise the door handles while opening the car with the keyless entry system and lower them when driving at more than 9 mph. They could go. And what about the power seats and the navigation system? We already know there will be upcoming roadster and hybrid versions of the car. Now how about an SLS Black Series?

Prior to this upcoming SLS, there have been three different Mercedes cars with gullwing doors, but only one of them—the SL, long a classic—made it into production.


Both the racing SL of and the production vehicle of used gullwing doors for a reason. The car’s tubular space-frame chassis didn’t have apertures for conventional doors, so Mercedes fitted top-hinged ones.

SLR Coupe

In , Mercedes fitted gullwing doors to two coupe versions of the SLR sports-racing car that were built for chief engineer Rudolf Uhlenhaut. Again, the SLR’s tubular chassis forced this solution.


Gullwing doors reappeared on the C rotary-engined supercar first shown in It spawned a number of variants, including several diesel-powered record breakers. But the mid-engined prototype never made it into showrooms.


VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe


ENGINE TYPE: DOHC valve V-8, aluminum block and heads, port fuel injection

Displacement: cu in, cc
Power: hp @ rpm
Torque: lb-ft @ rpm

TRANSMISSION: 7-speed dual-clutch automated manual

Wheelbase: in
Length: in
Width: in Height: in
Curb weight: lb

Zero to 60 mph: sec
Standing ¼-mile: sec @ mph
Top speed (governor limited): mph

EPA city/highway driving: 13/20 mpg


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Sours: https://www.caranddriver.com/reviews/a/mercedes-benz-sls-amg-review/

Mercedes-Benz E-Class

Retail Price

$48, - $87,MSRP / Window Sticker Price

EngineL V-6
MPG17 City / 24 Hwy
Seating5 Passengers
Transmission7-spd w/OD
Power @ rpm
Smart Buy Program is powered by powered by TrueCar®
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Mercedes models 2011 benz

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