First Drive: 2011 Mercedes-Benz SLS AMG

We're flat-out on Germany's Sachsenring race track in the new Mercedes SLS AMG, chassis number 00045, a mildly camouflaged pre-production model. Ahead is an SL65 AMG Black Series--twin-turbo V-12, 670 hp, 738 lb-ft of torque--driven by Tobias Moers, head of AMG's r&d division, seasoned race instructor and today's pace-setter. Filling his mirrors, our red gullwing keeps pushing harder and harder, even though its normally aspirated 6.2-liter V-8 is rated at a comparably modest 571 hp and 479 lb-ft. The Sachsenring has plenty of slow corners, lots of climbs and descents, two long straights and two very fast and very blind fourth-gear bends.

As our session progresses, this track is becoming a nightmare for the wide, fat SL, and dreamland for the light and nimble SLS. Despite the Black Series car's four more cylinders, 100 extra hp and 259 lb-ft of added torque, it's punished by its 551-lb weight penalty. The SLS not only uses a significantly lighter double-wishbone aluminium suspension, it also boasts a featherweight spaceframe body which tips the scales at a mere 531 lbs. Perhaps even more significant is the weight distribution. In contrast to the nose-heavy SL, the new gullwing places only 48 percent of its mass on the front axle and 52 percent on the driven wheels.

In this match, the Black Series SL doesn't stand a chance. It understeers early, and after only ten laps it has practically run out of front tires. The momentum gained on the straights can never compensate the speed lost on the approach to and through the infield.

The SLS is a totally different animal. It is 49 inches low and 76 inches wide, with cab-backward proportions that emphasize the front-mid-engine layout. The boxy light-alloy skin is draped over a long, 105-inch wheelbase. The gullwing doors open at a large 70-degree angle, but even when fully deployed, the maximum clearance is a scalp-threatening 5 feet, so that short people can still reach the inner grab handles from their seats. The power-operated buckets, which feature lightweight magnesium backrests, are comfortable and supportive. The steering wheel's squared off bottom is a bit of a nuisance through the esses, and in a car this sporty, the shift paddles should be attached to the column--not the wheel.

Deep Dive: 2015 Audi A2

The Audi A2 will return to market in 2015 with an aluminum body and electric variants but will be more affordable than its predecessor. The original Audi A2, built from 2000 to 2005, had an influence beyond its somewhat limited sales. With an advanced aluminum spaceframe that kept the curb weight below 2000 pounds plus an extremely low coefficient of drag, it achieved about 80 mpg (on the European test cycle) without the benefit of electric or hybrid assist. Design editor Robert Cumberford credits its Kammback profile with inspiring the now-ubiquitous shape of the Toyota Prius. And yet, for all its significance, the A2’s exotic construction priced it out of the small-car segment -– only 175,000 A2s found buyers in six years on the market, and it was never sold in the United States.

With all this in mind, Audi spent the past several years trying to formulate a new A2 that retains the first car’s technological aura at a more realistic price. First, the brand considered deriving it from the subcompact New Small Family, better known as Volkswagen Up!. Next, they looked at the VW Polo platform. After that, a spaceframe architecture like the original A2’s was under discussion. Most recently, the corporate masterminds had settled on MQB, the components set that will spawn the next Golf. But after three years of intensive board meetings, Audi managers realized that they needed to do better than that, especially since BMW is working on the ambitious Project i.

It was only at the beginning of 2011 that research and development chief Michael Dick and chairman Rupert Stadler came up with a satisfactory combination of advanced design and affordability. The second-generation model will still ride on the low-cost MQB chassis, but it will have an aluminum body. This combination holds true to the lightweight, high-tech ethos of the first A2 but will be cheaper than a car that employs a full aluminum platform. It also will be less costly to build than the carbon-fiber-bodied Project i. According to those in the know, the cost difference between a body shell made of aluminum and one made of carbon fiber is in the neighborhood of 3000 euro (about $4100).

The biggest part of the technology statement will be the electric and plug-in hybrid powertrains. The electric version would offer a range exceeding 150 miles and would produce 75 to 110 hp -– “plenty to swim with the flow on the autobahn,” says Dick. The plug-in variant will reportedly be fitted with a choice of gasoline or diesel three-cylinder engines paired with a dual-clutch automatic (the electric vehicle will use a single-speed transmission) and will boast an electric range of 40 to 60 miles.

The new A2 won’t be as feather light as the 1900-pound original but should weigh less than the 2400-pound A1. To meet this target, some panels will be made of composites, the greenhouse will boast thinner glass, and some components -- including the battery, alternator, and AC compressor -- will need to be downsized. The shape will remain similar to that of the original car but will incorporate styling cues from Audi’s upcoming E-tron line, such as air curtains, wind deflectors and a radically downsized, single-frame grille. To broaden the A2’s appeal, the new car will be wider and roomier, and it will seat five people instead of four. At this point, A2 is only a single-body-style enterprise, but if it does catch on, stretching or shortening the wheelbase should be very easy thanks to the versatility of the MQB components set.

Due to the drawn-out decision-making process, the launch time had to be postponed from 2013 to early 2015, but this is a relatively small price to pay for what promises to be a major advance in compact-car development.

Porsche Unveils the Panamera Turbo S

Porsche has revealed a more powerful version of its super luxury car: the Panamera Turbo S. With its new four-door Panamera Turbo S, Porsche once again raises the bar for sporty four-door luxury cars by delivering ultra high performance and efficiency, sports-car-like driving dynamics and first-class comfort in a purely Porsche package 
Performance is already impressive across the Panamera line, but the Turbo S takes it to a new level. As expected, the Turbo S gets a power increase up to 550 horsepower, 50 more than the standard Turbo model, thanks to new twin turbochargers with enhanced turbines and modified engine programming. Torque is also up, 553 lb-ft compared to 516 lb-ft. Porsche says that the Panamera Turbo S is capable of reaching 60 mph in just 3.6 seconds as well as a top speed of 190 mph, all while returning an estimated 15/23 mpg.
All that performance won’t come cheap -- expect the Panamera Turbo S to go on sale later this spring with a base sticker price of $173,200.

Mac OS X 10.7 Lion Hits Apple Developers Download Page

Apple has just pushed out an update to the Developer Preview of Mac OS X 10.7 Lion.

The update’s change log doesn’t tell much, with the only entry giving the impression the update is aimed at allowing developers to download future updates and apps.An update to give an update.Has Apple been walking in Microsoft’s Windows Phone 7 shoes?

Change Log:-

This update is required to redeem downloads of Mac OS X Lion seed builds from the Mac App Store.

It has been rumored in and out that Apple is hoping to release a Golden Master Edition of Lion to developers sooner rather than later, so we’re guessing this update is the last one before the GM build.

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WWDC 2011 Announced,Sold Out on Day 1

Today, members of the Apple Developers program were issued an email invitation to buy tickets for WWDC 2011, which would be taking place from June 6 through June 10, and would would give you a “preview of the future of iOS and Mac OS X”. With both iOS and OS X being covered in June, it looks like a fall introduction of the new iPhone wouldn’t be too far. Let’s not forget that OS X Lion is due out this fall as well.
On the same day it was announced, WWDC 2011 has already sold out!
In the past, having only 5000 available seats seemed to work out. But, with the growth of both OS X and iOS, it looks like Apple might need to consider a larger arrangement next time i t comes.


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