Saturday, 31 December 2011

Honda city Diesel

HONDA CITY Diesel..... happy diesel engine

Honda has finally reacted to the cut-throat competition in the C-segment. According to Business Standard, Honda has planned a diesel powerplant to help the City fend off competition.
Globally, Honda has only one diesel engine, developed for Europe. Now it will launch in India in mid of 2012 , So happy new year for new Diesel engine .This engine will coming in  1.4 litres in Honda city . It’s price start from Rs 10 lakhs or above.
In the premium mid-size sedan segment, 65 per cent cars sold by City’s competitors run on diesel. The growing difference between petrol and diesel prices has seen newcomer Volkswagen Vento (which has both petrol and diesel versions) race ahead of City in the last two months. Volkswagen sold 3,973 units of Vento in March, as compared to City’s 2,773 units.
Jnaneswar Sen, senior vice-president (sales & marketing), HSCI, told Business Standard: “We are developing a diesel engine in Japan to power City. It could take us more than two years.”
The C-segment is one of the fastest-growing, with sales rising 25 per cent a year on an average. About 140,000 units were sold in 2010-11. Honda City has been the leader for a decade. Its share was 35 per cent in 2010. Its nearest competitor, Hyundai Verna, sold half as many units. But last week, Hyundai has released the ‘Fluidic’ Verna that has clocked more than 5K bookings within days. So it’s high time Honda acted.

Friday, 30 December 2011

BMW 328i

There are a lot of fun cars, there are a lot of quality cars, there are a lot of reliable cars, there are a lot of value for money cars. But hard as it may be to understand, there are very few cars that does all of these. If a car’s fun, it may either be unreliable or too expensive. If it’s very good on quality, it may put you to sleep when on the driver’s seat. So really, the BMW 3 is as infrequent as shooting star on a smoggy Mumbai skyline.

Now, BMW has a new one, which will hit Indian shores by June. You see, the current 3-series had a lot of firsts and got a lot of things wrong. It’s got run-flat tyres, but ride was hard, it got iDrive, but many people don’t like use it. But it got one thing painstakingly right. It was a car that could put a wide smile on a hardcore driving enthusiast’s face. And you’d get four doors, four seats and a boot to go.

Is the new 3 that kind of a killer driver’s car? We couldn’t put it through on Indian roads, but I’d say it’s not as sharp as the current 3. There’s a bit of body roll, the steering doesn’t feel as quick reacting. But then, the new 3 gains a lot more for the trade offs. Ride is much more supple, your passengers won’t puke even if you are driving enthusiastically. It gets featues like heads-up display (info beamed on the windshield), adjustable suspension settings, More importantly, it’s much more of a driver’s than the C-class and the A4.The ENGINE CAPICITY is 2litre (1997cc)  Top speed of 328i is
 155.34 mph (250 km/h)  and the acceleration 0- 100 Kmph in 5.9 seconds .

But would he trade in the smile the current 3 puts on your face for the comforts and better rounded abilities of the new 3. Let it get here, and we’ll tell you.

iDrive Technology 

Many functions, just a few buttons: with the iDrive system you have full control over all functions of the new BMW 3 Series Sedan, from navigation system to integrated operating manual. Simple and intuitive. The iDrive system is integrated as standard in every new BMW 3 Series Sedan model.
Convenience functions such as navigation, special features of the automatic climate control and BMW Assist are regulated using the iDrive Controller on the central console. The Controller can be operated with one hand as well as from the front passenger seat. Thanks to a clear feedback signal, it requires only minimum attention.

Direct selection keys make the menus for navigation (in combination with BMW Navigation systems Business or Professional) telephone and music (radio and audio CD) accessible at the push of a button. In addition, eight favourite keys are available for you to save your preferred settings such as radio stations, destinations and telephone numbers.

All functions are shown in the Control Display on the instrument panel. Coloured markings instantly indicate which functional area you are in. The standard 6.5-inch Control Display impresses with its extremely clear reproduction and brilliant colours. Together with the Navigation system Business, the display has a smartphone look with black panel technology. Yet a larger version is also available: in combination with the Navigation system Professional, the display size increases to 8.8 inches

Thursday, 29 December 2011

Mercedes Benz SLS AMG

The Mercedes – Benz SLS AMG ….. Gorgeous and Unique  

"The new SLS AMG Mercedes-Benz is a captivating supercar that will capture the hearts of all car enthusiasts. The SLS AMG represents pure sensation for the Mercedes-Benz brand and is set to become one of the most desirable sports cars of our time," says Dr. Dieter Zetsche, Chairman of Daimler AG and head of Mercedes-Benz Cars.
"Our customers will enjoy an SLS AMG that embraces more than 40 years' motorsport experience from our sports car specialists Mercedes-AMG – as well as a fascinating design that only the Mercedes-Benz brand can deliver," says Volker Mornhinweg, Chairman of the Management Board at Mercedes-AMG GmbH.

The new Mercedes-Benz SLS AMG features a distinctively pure design, superior dynamics and levels of safety and everyday practicality that are the hallmarks of Mercedes-Benz. The ideal weight distribution (47:53 percent between front and rear axles) and low centre of gravity underline the uncompromising nature of its sports car concept.

During the development phase of the new gullwing model, AMG developers benefited from the valuable know-how of specialists at the Mercedes Technology Centre (MTC) in Sindelfingen. The aim of such collaborative development was to make the SLS AMG a perfect synthesis of the strengths of Mercedes-Benz and AMG.
AMG 6.3 litre V8 engine
The advanced AMG 6.3 litre V8 engine produces a peak output of 571 hp (420 kW) at 6800 rpm, making the SLS AMG one of the most powerful sports cars in its segment. Accelerating from 0-100K mph takes just 3.8 seconds.Top speed is 317 Kmph.

Key measures implemented to enhance performance include a complete redevelopment of the intake system, a redesigned valve assembly and camshafts, the use of a flow-optimised tubular steel exhaust manifold, and de-restriction of the exhaust system.

The 8-cylinder engine reacts with agility to accelerator pedal movements and demonstrates greater responsiveness across the entire engine speed range. The conversion to dry sump lubrication allows a significantly lower engine mounting position, with the resulting lower centre of gravity enabling high lateral acceleration and scintillating vehicle dynamics.
Inspiration, passion and quality

The interior of the new gullwing model delivers genuine motorsport functionality, legendary Mercedes safety standards and outstanding ergonomic qualities. Unique aviation-inspired styling cues include air vents reminiscent of jet engines and a unique wing-shaped dashboard.

A range of fine materials, including nappa leather and real metal trim (real carbon trim available as an option), emphasise the finer quality of the SLS interior and reveals a meticulous attention to detail.

Electrically adjustable sports seats with integrated head restraints provide optimum lateral support and excellent comfort for long journeys. Other highlights include the AMG Performance leather steering wheel in 3-spoke design with flat lower section, 365 mm rim, gearshift paddles, and real metal trim.

Standard SLS features such as hand-sewn designo leather with contrasting top-stitching on the instrument panel, sports seats, door interior trim and armrests typify the vehicle’s authentic hand-finished character. The Media Interface and DVD changer also feature as standard.

On-board comfort can be enhanced with an attractive range of optional extras, including the new Bang & Olufsen sound system, designo Exclusive leather and the interior carbon package
·         Interior

The interior of the SLS AMG delivers authentic motorsport functionality, legendary Mercedes safety standards and outstanding ergonomic qualities. A range of fine materials, including nappa leather and real metal trim (real carbon trim available as an option), emphasise the hand-finished character of the SLS interior and reveal a meticulous attention to detail.

Electrically adjustable sports seats with integrated head restraints provide optimum lateral support and excellent comfort for long journeys. The AMG Performance leather steering wheel in 3-spoke design with flat lower section and 365 mm rim, gearshift paddles, and real metal highlights emphasise the vehicle’s authentic hand-finished character – as does the attractive instrument cluster.

Standard SLS features include hand-stitched designo leather with contrasting top-stitching on the instrument panel, sports seats, door interior trim and armrests. The Media Interface and DVD changer also feature as standard.

On-board comfort can be enhanced with an attractive range of optional extras, including the new Bang & Olufsen sound system, designo Exclusive leather and the interior carbon package.


The AMG 6.3 litre V8 engine with 32 valve transfers its impressive power to the rear axle via a particularly light carbon drive shaft – similar to those used in DTM C-Class touring race cars.

The transmission system is located at the rear axle (transaxle principle) and this, combined with the front-mid engine position, ensures an ideal front/rear weight distribution of 47 to 53 percent. The transmission has a fixed link to the engine block via a torque tube, which contains a rotating carbon driveshaft. The advantages of this sophisticated solution include a rigid connection between engine and transmission and an optimum support structure for the forces and torque levels generated. 

A new seven-speed AMG double-clutch transmission is responsible for power transmission, characterised by its rapid gear changes without an interruption in tractive power.

Suspension and steering

The SLS AMG features an ingenious suspension set-up that has been tried and tested in motor racing, right through to Formula 1. All four wheels are positioned on a double-wishbone with track rod, providing the driver with exceptional feel and response.

This is complemented by the precise, assured handling of the rack-and-pinion steering system with a constant mechanical ratio of 13.1:1. Power assistance is speed-sensitive, ensuring optimum agility at lower speeds and maximum stability in straight-line, high-speed situations. By mounting the steering gear on the subframe in front of the engine, the engine can be set back low in the car, helping to give the SLS AMG its reassuringly low centre of gravity.

The result is a supercar that combines supreme racetrack performance with the long journey comfort that is the hallmark of Mercedes-Benz.


The AMG high-performance brake system with all-round composite technology ensures extremely short braking distances even under enormous load intensities. Further braking performance and reduced unsprung masses are guaranteed by the new optional ceramic composite brake system with larger brake discs. As you’d expect, both systems offer outstanding heat dissipation and fade resistance.
The price of SLS AMG is Rs 1.37 Cror and £168,395.00 .

Wednesday, 28 December 2011

Beetle R Concept

The new Avatar of  Beetle in the R concept 

Painted in “Serious Grey” but by no means unobtrusive: virtually every detail of the Beetle R Concept promises supreme standards of performance. The design study presented at the LA Motor Show was developed by Volkswagen R GmbH and is notable for its distinctly sporty aerodynamic concept: the front spoiler painted in
“High-Gloss Black” takes the form of a flat splitter, a design that is widespread in motor racing. The front and rear bumpers are 30 mm wider and the enlarged rear spoiler with black separating edge produces ideal rear-end downforce.

This is the uprated version of VW’s ubiquitous 2.0-liter turbo four making 270 hp (Golf) or 265 hp (Scirocco); expect a streetable Beetle R to use the same engine, and to pack a similar wallop.
The Beetle R’s racing-inspired shell seats are cool but probably show-car pieces; the inset pads are upholstered in gray nubuck. Otherwise, the R-logoed seats are wrapped in black leather with blue stitching and piping. The shiny black stuff from outside makes an appearance inside, too, on the dash and around the shifter. The IP has been R-ified, with the tach moving to the center ring, where it belongs. Finally, the pedals get aluminum caps and the doorsill scuff plates get an R logo.
You may have noticed that none of the aforementioned add-ons are particularly wild, and VW itself admits that the car “offers a glimpse of what a production version might look like.” Official confirmation of a production Beetle R and its U.S. sale should come soon, but we might have to wait awhile to slide behind the wheel—the Golf R was approved for sale here last December, and we have yet to drive a U.S.-spec version.

Mahindra Bolero M2DICR ZLX

A new Bolero is here! Not really, but it does come with small but significant changes. To keep things fresh, the face has been updated with reworked headlights and an tweaked grille. The real work however, has been done under the hood and inside.

The interiors have gone all-digital, there are no traditional dials to speak of. There’s a very ‘Back to the Future’ DeLorean DMC-12 feel to it, and we think it’ll be quite a hit with the rural folk. In the ZLX variant, you get two-tone interiors with wood-finish inserts, power windows, immobiliser, aircon and rear wash/wipe. But flaws like poor seating comfort and general lack of space in the second row remain.

The old 2523cc 4-cylinder oil burner now gets a common rail head. It still makes 63bhp and 197Nm of torque but it’s quieter than the old DI engine, with diesel clatter well under control, at least on the inside, with the doors shut. It will get boomy when pushed but it’s unobtrusive at cruising speeds. And with only 63 horses, don’t be surprised when 100kph comes up in 27.6 seconds. Given the space and time, the Bolero will eventually hit 133kph. Fuel efficiency is good, at 10.1kpl in the city and 12.8kpl out on the highway.

Okay, so you’ll shy away from traffic light drags. But the Bolero does impress with part-throttle responses and even feels peppy in city traffic. Ride quality too is quite good and the suspension quietly works away at rounding off most bumps, specially the larger ones.

Handling isn’t great though, the steering doesn’t provide any feedback and the tractor-like brakes will ensure you transfer a wet patch on to the seat every time you hit the brakes in a hurry. But despite all this, straightline stability is quite decent. The Bolero will do well on rural back roads but doesn’t particularly like changing directions in a hurry thanks to its tall stance.
This car may not be spacious or comfortable, and it may appear dated, but what it does have is bucketloads of ruggedness. You can take the Bolero pretty much anywhere and not worry about breaking something. And even if you do, the parts prices will not lead to a cardiac episode.

If you look at it as premium transport for rural areas, the Bolero makes a good case for itself. But if you’re looking for something to drive around in the city, or for extensive highway running, the Bolero will only appeal to diehard fans and the security forces. And where the hell is that 4WD?
This review has taken from BBC topgear

Tuesday, 27 December 2011

Toyota Aqua

 The world's most fuel efficient hybrid car....Toyota AQUA

After the fuel  price hiking in the all around the world , there is the big race start’s between the all automobile companies that who could be made the most fuel efficient car. This time Toyota has definitely won the race. 

TOKYO (Kyodo) - Toyota Motor Corp. on Monday began selling in Japan the Aqua compact hybrid vehicle, which it claims has the world's best fuel economy.
The vehicle is equipped with a new 1.5-liter hybrid system and gets 35.4 kilometers per liter under a new testing method close to actual driving conditions, Toyota said.
The automaker has reduced the weight of the hybrid system by more than 40 kilograms compared to its Prius system, it said.
Priced from 1.69 million yen, Toyota said it aims to sell 12,000 of the vehicles per month within Japan, and eventually to begin selling it in approximately 50 other countries including the United States.
The Aqua is made at Toyota subsidiary Kanto Auto Works Ltd.'s plant in Iwate Prefecture, one of the areas hit hardest by March's devastating earthquake and tsunami.
Kanto Auto Works President Tetsuo Hattori told a release event in Tokyo that he hopes the Aqua will become a "small light" in the recovery from the March 11 disaster.
"We want to raise (the brand of) the new vehicle successfully and we ourselves want to grow" through the process, Hattori said from the Iwate plant, in a live video feed to the launch ceremony in Tokyo.
As part of its effort to promote the Aqua, Toyota will launch "Aqua Social Fes!!," a series of activities which invites people to clean up and preserve waterfront environments in 50 places across Japan.


The Narrow Car Company of Wales released the photograph of a new congestion-busting design of a vehicle, crossing a car with a motor cycle
The Narrow Car Company of Wales released the photograph of a new congestion-busting design of a vehicle, crossing a car with a motor cycle. Called NARO, it is a two-seater vehicle where the driver and the passenger sit in tandem as on a motor cycle but are cocooned in a car-like shell. Developers claim it drives like a motor cycle but has four wheels and the safety facilities of a car. The vehicle is currently under development in Wales and could be on the UK roads within three years.

Fiat Panda 2012

" Everything is easier with the Panda: getting about, parking, finding the right space for every single thing and having a good time with friends. That is because it is the end result of smart solutions and innovative ideas thought up and developed for those looking for an agile, manoeuvrable and really big city car" By Fiat.

In terms of looks, the Panda has been elegantly restyled on the outside with soft,
 rounded lines on a regular, very effective volume for exploiting space. The squircle is the new identifying symbol of the Panda. This geometric figure evokes the union between the square (synonymous with efficiency and sturdiness) and the circle (representing pleasantness and flexibility).



Its front has a strong personality, featuring the slightly convex bonnet that joins perfectly with the elegant horizontal grille and the new front headlamps with a rounded shape, underlined by a separate supplementary element withDaytime Running Lights function.
Several distinguishing features of the second generation of the Panda have been redesigned, such as the vertical rear light clusters and third window, now with softened angles that creates the effect of an uninterrupted glazed surface. Smooth, rounded shapes are also found in the strips applied to the bumpers and side panels, which accentuate the all-terrain look of the model.
Finally, the lower section of the tailgate protrudes with respect to the rear window. Combined with the side line, this gives a distinct impression of a roof panel resting on the bodywork. 

The roomy and comfortable passenger compartment of the Panda provides ultimate freedom of use, where flexibility and versatility become the city car's real strong points.
The dashboard - enveloped in a colourful frame - has been designed as a practical multipurpose shell containing a large and roomy storage "pocket" for stowing everything you want in total freedom. Added to that is the more classic glove box enclosed in the bottom of the dashboard.
The raised gear lever in the centre of the dashboard, up close to the steering wheel, guarantees comfortable driving. Another stylistic and functional feature is the distinctive shape of the parking brake whose smaller size allows the space to be used more efficiently.
Then the Panda has slim front seats to make driving easier and to better accommodate passengers as they provide more room for the legs of rear passengers, greater flexibility (the seat travel is 21 cm and vertical adjustment is 6 cm) and enhanced seating comfort thanks to their roomier and encircling shape.

Blue&Me is the system created in partnership by Fiat Auto and Microsoft that has changed in-car communication, information and entertainment, with benefits in terms of comfort and safety. It is fully compliant with legal requirements, since it can be used without ever taking your hands off the wheel.Blue&Me allows you to use your mobile phone with Bluetooth®technology in the car and listen to music in digital format, thanks to the hands-free function and steering wheel controls.


Skydome is the panoramic electric sunroof comprising two glass panels, where the front one moves into the spoiler position when opened to let light in and give you the feeling of travelling in the open air.

Lots of room and flexibility 
The new Panda is a surprisingly big car. It offers all the room you need and its flexibility lets you make the maximum use of it. 
The capacity of the luggage compartment is 225 litres (with rear seat fixed), which become 260 litres with the seat slid 16 cm up in the totally forward position. Then with the backrest of the rear seats folded down, total capacity reaches 870 litres. It also has 14 storage compartments and the front passenger seat can be fitted with fold-down table backrest to have a handy surface to rest objects on. What's more, when the rear seats are lowered, a flat loading platform stretching the entire length of the passenger compartment (over 2 metres) is created.


Engine wise , the new Panda is available with fiat’s  excellently frugal Twinair two cylinder petrol engines, with either 64bhp oe 84bhp in turbo’d form. It is also available  with a 1.2 liter petrol ( 68bhp) and a 1.3 multijet diesel (74bhp), still both good in their own right.

Monday, 26 December 2011

Royal Enfield Classic 500

Classic Desert Storm

This isn’t a particularly difficult connection to make. It’s quite literal, actually. You don’t need to scratch your head about it, especially when I tell you that this latest avatar of the 500cc Classic is called the ‘Desert Storm’. Get it? Clear as mud, it is. You’re probably rubbing your chin and tapping your fingers on the arm of your chair wondering, ‘What could this possibly be about? What’s new here?’ Well, it isn’t as simple as the pictures look, really. This isn’t just a paint job. This is more.Royal Enfield, now steered by new leadership, has been talking to the people (and listening to them), taking notes and working toward expanding its appeal. Modern Enfields are no longer meant to turn their rider into the classic toolkit-wielding grease monkey. This is a modern motorcycle running on modern technology and competing with bikes from the new millennium. At least that’s what the company hopes to make it. Riding on the back of the old world charm of its Raj-era bikes has helped Royal Enfield along, as it continues to, but there have been a few bits we’ve quibbled about and Enfield says it’s ironed out some of the kinks. This ride in the middle of Rajasthan through some of the best roads in the country, running past vast dune fields, was to see if that development has really moved in the intended direction.
In case you’re reading this with your fingers crossed, hoping the Classic makes more power after the update, bad news – it doesn’t. You still have to make do with the 27bhp that is on tap. However, the ECU has been remapped for better bottom-end performance and swifter response to throttle input. As I piled on the acceleration through the desert, I discovered Royal Enfield has walked the talk. The problem was, there really wasn’t anything I needed to slow down for on the highway, so I didn’t get a chance to taste the reportedly tweaked bottom-end response to tell the difference. But then, I turned off into some narrow village roads. Livestock strolling across the road or just parked in the middle gave me enough reason to slow down or stop and try the improved low-side response. Not the ideal scenario, with dung flying in your face, but yes, the ECU remap does seem to have helped. How it affects fuel economy we’ll have to wait and see, since the Classic has pretty limited range anyway.
The riding stance on the Classic is now more relaxed because of the handlebar design, which has been altered for a more upright posture, with mirrors that allow enough clearance for mittens to pass through without complaint. Somewhere along the line, they’ve even tried to dampen the amount of vibration that filters through. Cruising along at just under triple-digit speeds feels comfortable and the bike manages this without any much fuss. However, if you’re part of the 60kph club, there’s bad news for you. If you’ve noticed, every bike is at its loudest and most vibration-happy at a certain engine rev range – on the Classic, that spot arrives at exactly 60kph in fifth. So either you change clubs and ride a bit quicker, because this Enfield can move, or you inaugurate the 40kph club. There’s also been talk of a stiffer chassis and suspension for the sake of better handling and high-speed stability along with the shift to a 19-inch front tyre, as opposed to the 18-incher that the Classic has had so far. The combination does make a difference and the handlebar wobbles less, but the problem is, instead of ridding the Classic of the problem, it now appears at a higher speed.
So instead of going “whoa!” at around 100kph, now you can push on till very close to the limit and go “whoa” at around 120kph. Not the best solution, I believe. In fact, I’m not even sure it can be called a solution at all. Thankfully, the road between Jodhpur and Jaisalmer is straight as an arrow, except for a couple of mild corners in between. Unexpected rains had left the desert sands splashed with generous green cover and flourishing fauna to match. The combination acted like a natural speed limiter. Cruising along at 90kph, there’s little you can fault this Enfield with. The engine turns over smoothly and there’s enough grunt if you need to get past a slow moving target. However, the general consensus is that it can easily do with a taller fifth gear for smoother, more efficient cruising. Also, the single saddle is still not doing much for posterior comfort. The slightly changed angle and stitching haven’t made much difference, and after more than an hour on this seat, it gets torturous.

The Desert Storm isn’t a simple paint scheme introduction, that much is clear. There are some real changes, which make the Classic more likeable and a bit more fun to ride. It still isn’t quite the sorted out machine that Enfield is striving towards, there’s still some way to go before that’s achieved, but it’s definitely an improvement and headed in the right direction. The special colours for the 500, Chrome and Desert Storm, look fantastic but will cost around Rs 5,000 more than a regular Classic. The string of modifications will however make it to all the new bikes, improving the package by that much. A better deal for the Enfield lover, but not yet the obvious choice of motorcycle for the touring types.This review has taken from BBC topgear.

Sunday, 25 December 2011

2012 BMW M3 Coupe vs. 2012 Mercedes-Benz C63 AMG Coupe

This is the fight between the two models  of the automotive  brands in the world . One is the The Circular blue and white means the BMW and other is the Three-pointed star means The Mercedes-Benz .

The BMW M3 compit  this time with Mercedes-Benz C63 AMG coupe is the 6.2-liter V-8–prepared .Based on the AMG-ified C-class sedan that the M3 previously defeated (December 2007), This C63 now sports two doors, a vastly improved interior, and a seven-speed automatic with a wet starting clutch instead of a torque converter. Engine power is slightly higher than that vanquished C63’s, thanks to the $6050 AMG Development package that takes horsepower up 30 to 481, or 67 more ponies than in the M3.

Could those improvements be enough to wipe the grin off the M3’s front fascia? We drove from our editorial HQ in Ann Arbor, Michigan, to Virginia International Raceway (VIR) to find out if the C63 AMG coupe is the M3’s real-estate agent from Ventura.
Sure, both play in the same segment, both have V-8s, both are rear-wheel drive, and both come from Germany, but their spirits are different.

The C63’s foremost attribute is its 6.2-liter V-8. Hand-built at AMG in Affalterbach, Germany, this V-8 is more than 50 percent larger than the M3’s 4.0-liter. One consequence is 50 percent more torque—443 pound-feet versus the M3’s 295—so the C63 doesn’t need to work hard to scare a passenger or to get the attention of a cop.
On public roads, the Benz’s engine is more insistent and shoves harder than the M3’s. Its vitality is ever-present. The exhaust reports a firestorm of combustion, and it’s seriously loud. Engines this big will have you describing to people in Chevy Camaros the displacement in cubic inches. “It’s got a 379,” you’ll say while picking your teeth. In the M3, the driver needs to work harder, downshift frequently, and spin the BMW V-8 to find its power and voice. The C63 driver just needs to make sure the engine is running.
Although it’s not a big car, the C63 is actually a secret fatty. Its curb weight came in at 3996 pounds, 444 pounds heavier than the M3. You’d never know it judging by its quarter-mile acceleration—12.1 seconds at 120 mph—where the C63 picked up three points on the M3 in our scoring. Our best time—0 to 60 in 3.7 seconds—came without making use of the “race start” launch-control setting. Use launch control, and you get a very repeatable 0-to-60 time of 3.9 seconds, but we were able to beat that with a gentle foot and less wheelspin. In the launch-free 5-to-60-mph test, the C63 matched the M3’s all-out 0-to-60 time of 4.3 seconds. While driving the M3, we sometimes found ourselves daydreaming about the Benz’s V-8. Torque is a hell of a drug.
But the C63 isn’t one-dimensional. Even though this car leads with its engine, every part of the C63 is commendable; just make sure you never drive an M3 on a racetrack if you shell out for a C63. Like the C63 sedan, the coupe gets wider front and rear tracks that aid handling and a flat-bottom wheel that communicates increases in effort in direct response to cornering loads better than the M3’s wheel does. Unlike the C63 sedan, the coupe feels like it has a soup├žon of suspension compliance. But its initial turn-in lacks the quickness of the BMW’s; the Benz’s nose feels heavier, less apt to change direction. Around VIR, the C63 proves remarkably stable up until it touches the limit of adhesion, at which point it breaks away more abruptly than the M3. There’s reassurance short of the edge, an attribute that makes the C63 secure on the road. But on the track, where you want to flirt with the limit, the C63 lets go with less warning. If you never have the opportunity to hop out of the Benz and into the BMW, the C63’s handling will leave you grinning. But we did drive the M3, and it earned its one-point edge.
It’s a dead heat when it comes to transmissions. The Benz’s seven-speed rarely calls attention to itself, upshifting quickly (especially in manual mode) and downshifting exactly when you want it to. But the C63’s gearbox doesn’t match revs on downshifts as effectively as a human could; consequently, the rear end will step out as the Benz slams into a lower gear under braking. Speaking of brakes, the C63 stops from 70 mph to 0 in 161 feet. On the track, the brakes resist fading and feel strong, but again, the M3’s brake pedal is more responsive, and its 70-to-0 stopping distance is shorter: 153 feet.
It’s a wash if we add up the “vehicle” categories. The Mercedes scores a point each on ergonomics and interior styling. Benz’s controls are slightly easier to use than BMW’s, and the C-class’s refreshed interior is modern and elegant. The BMW is all business, but it’s starting to look a little old—no surprise there, since an all-new 3-series arrives next year. Rack up four points for features and amenities—the Benz has a lot of them—but strike those points for the Benz’s $80,995 as-tested price. We also deducted a tick from the Benz for looking a bit too much like a Honda Accord coupe. Add it all up, and the C63 is one point short of a tie. Nothing has come closer to unseating the M3. The C63 is an amazing car. Anyone who buys one will certainly love it. Heck, we love it.
There’s a major philosophical difference between the M3 and C63 that is best illustrated by their roofs. To save weight and lower the center of gravity, the M3 has a carbon-fiber roof panel. Every C63 coupe has a giant glass sunroof that adds weight up high. The M3 is more than 400 pounds lighter and has a 1.5-inch-lower center of gravity—two reasons the BMW enjoys livelier handling than the C63. Directional changes happen faster and more lucidly while the tires give up grip more progressively, making the M3 easier to gather back up. From the manual gearbox to the higher-revving engine, the M3 is the more involving car.
Active participation is necessary to extract all 414 hp from the 4.0-liter V-8. Revving an engine to 8300 rpm requires attention, and it’s a joy to extract that performance, but it’s a different, more-labor-intensive kind of joy than that which the Benz delivers. We love them both for different reasons, hence the fun-to-drive tie in our scoring.
When you’re not pushing it, the M3 isn’t noisy, nervous, or harsh, but when you are, it wakes up and provides sports-car levels of sensitivity and feedback. It is a car that imparts an astounding sense of control throughout its operating range.
The M3 didn’t win solely based on our subjective assessment, though. Our Competition-package-equipped M3 also scored major points for its superior skidpad grip, 70-to-0 braking performance, and slalom speed. Those points, along with the subjective-handling victory, gave it the tiniest of edges over the Benz. So the M3 remains on top—six wins down. This test  result has  taken from caranddriver.