Review Spec Price and Manual

The Hyundai Motor Company, South Koreas largest car manufacturer, has staged the world premiere of the all-new Santa Fe at the 2012 New York International Auto Show, held at the New York Jacob Javits Convention Center.

The popular D-segment SUV is re-styled inside and out, fitted with enhanced features and new technology, and powered by re-tuned engines with improved efficiency - ensuring that it will offer European buyers a visually-appealing, sophisticated lifestyle vehicle when it goes on sale in late summer.

Hyundai is keeping the name, Santa Fe, continuing the heritage of the car manufacturers well-established SUV model as it enters its third generation. The Hyundai Santa Fe has achieved worldwide cumulative sales of almost 2,56 million units, and more than 350.000 in Europe, since its 2000 debut.

Hyundai expects the new-generation model to continue the companys strong performance in the SUV market, and to capture more than 5% share of its market segment in Europe during its first full year on sale in 2013.

Influenced by Hyundais form language, Fluidic Sculpture, the third-generation Hyundai Santa Fe adopts its own design concept called Storm Edge, which captures the strong and dynamic images created by nature during the formation of a storm.

Featuring sophisticated and ined lines, which are in harmony with its bold and voluminous surfaces, New Generation Santa Fe presents a more masculine, more aggressive and more characterful SUV appearance than its predecessor.

Three powertrain options available to European buyers, including a new, super-efficient, Euro 6 compliant 2,0-litre R VGT diesel engine. Producing 150ps, this powerplant emits just 155g/km of CO2. The 2,2-litre diesel unit has been tuned for greater efficiency, making it one of the cleanest offerings in the segment with CO2 emissions of only 145 g/km.

To ensure the newcomer is best suited to the tastes of European drivers, extensive development work has been completed for the European-specification model. This includes modifications to the steering, suspension and brakes, as well as changes to the cars set-up to aid to high-speed stability and towing ability.

As with all newly-launched models in Europe, the New Generation Santa Fe will come with Hyundais industry-best customer care package, Five Year Triple Care - comprising a five-year unlimited warranty, five years of roadside assistance, and five years of vehicle health checks.

Senior Vice President and COO of Hyundai Motor Europe, Allan Rushforth, commented, "The original Santa Fe has maintained strong sales year-on-year across Europe, thanks to its combination of quality, practicality and value. Now, New Generation Santa Fe retains the earlier models key strengths - practicality, roominess and dependability - while also offering consumers much more.

"With its fresh exterior styling, more efficient engines, greater comfort and improved quality, New Generation Santa Fe is a truly attractive proposition that will build on the successes of the previous model by broadening its emotional appeal."

The company expects the New Generation Hyundai Santa Fe to appeal to new consumers from a wider demographic range - including some owners of premium-brand SUVs.

STYLING & DESIGN
With its modern, urban style, the New Generation Santa Fe looks strong, dynamic and ined, with the vehicles body shape making a clear promise that this vehicle is safe and practical, but also sophisticated.

The new models designers drew inspiration from the shapes created by nature during the formation of a storm - a creative approach erred to as Storm Edge. Evidence of the significance of Santa Fe to Hyundais product portfolio, it is the first model to have its own interpretation of the Fluidic Sculpture design language which has modernised the appearance of the Hyundai range in recent years.

In line with the full Hyundai product range, the latest Hyundai Santa Fe features the hexagonal-shaped grille, finished on Santa Fe in sophisticated dark chrome. Large, tear-drop headlights above the bumper are matched in shape by fog lights below. The deep, two-tone underbody offers generous ground clearance, and the silver underbody panel visible at the front smoothes the vehicles aerodynamics and provides reassuring under-floor protection.

Longer, lower and wider than its predecessor, with the same 2700 mm wheelbase, the New Generation Santa Fe has a stronger presence. The conventional two-box SUV architecture is spaciously accommodating but, more than that, the new body shape also suggests great strength, with an imposing front-end and muscular upper flanks. The vehicles profile is complemented by the dark chrome finish of the alloy wheels - now offered as factory equipment up to 19-inch in diameter, for the first time on a Hyundai SUV. The deep doors cover the side sills, ensuring the sills stay clean and that dirt is not transferred to occupants clothes on entry or exit.

A dynamic stance is achieved by the lowered roofline, swept-back windshield, upswept lower edges to the rear side windows, and rakish rear windshield angle.

A sharp crease in the new Hyundai Santa Fes side panels sweeps along the car from the front wheel arches to the trunk, setting the level of the front and rear door handles and sharply defining the upper edge of the wrap-around tail-lamps. Above the lamps, the rear windshield is set beneath a small roof-level spoiler, further enhancing the dynamic stance of the new Santa Fe. Twin tailpipes and a hexagonal mesh set into the lower sections of the front and rear bumpers, add a sporty finishing touch.

Both the front and rear wheel arches are deep-set, so that the tyres are visible almost to their uppermost edges, the swelling of the bodywork over the wheels adding to the cars muscular sense of purpose.

CsayaFORT & CONVENIENCE
New Generation Hyundai Santa Fe come with a host of intelligent features that enhance the comfort and convenience of driver and passengers, providing a stress-free experience for all occupants.

To improve the driving experience, Hyundai has fitted the third-generation Santa Fe with driver aids, such as radar-controlled, adaptive cruise control. Light- and rain-detecting lights and wipers, which turn on when the conditions require, allow the driver to concentrate fully on the road ahead.

New Generation Santa Fe  fitted with the Smart Parking Assist System to help drivers access even the tightest of spaces.

To improve comfort, the front seats are electronically powered and the drivers seat has a memory function to adapt to different drivers perred positions. The second row of seats slides and folds with a one-touch control, giving passengers quick and easy access to the optional third-row seats (where fitted).

Front- and second-row legroom have been increased - by 38mm and 45mm respectively - over the last-generation car, while a long, wide, single-frame panoramic sunroof allows high levels of natural light into the cabin. Luggage space in the trunk has been increased by 37mm in depth over the previous generation model, yielding a class-best luggage capacity of 534 litres with the front five seats upright.

When reversing, the tailgate-mounted camera automatically displays a clear, convex view of the area behind the car on the 7-inch screen. The wide-angle view is low enough to enable the driver to avoid low obstacles and small pedestrians.

An optional 220 Volt power socket can provide direct power to appliances including laptops, printers and vacuum cleaners. Located in the trunk, the socket can power equipment rated up to 200 Watts without a specific invertor.

The new Hyundai Santa Fe also has intelligent design features such as puddle lamps fitted within the exterior mirrors to illuminate the ground alongside the vehicle, and privacy glass for comfort and security.

ENGINES
The New Generation Santa Fes powertrain line-up has been developed to suit the demands of European customers, with three engines at launch covering 80% of demand in the regions D-SUV segment. Delivering a broad spread of power and torque, the three engines offer drivers performance across multiple terrains, without compromising class-leading fuel efficiency and emissions.

The powertrain line-up features one petrol and two diesel engines, with outputs between 150ps and 200ps. All of these engines combine excellent power with improved efficiency and class-leading emissions figures.

The range-topping diesel engine remains Hyundais 2,2-litre R diesel engine featuring a variable geometry turbo (VGT). This all-aluminium, powerplant generates 200ps and 431Nm of torque, and Hyundais engineers have reduced the CO2 emissions to 145 g/km - among the lowest in the segment.

With the powerful engine, the new Santa Fe delivers strong performance, accelerating from 0 to 100 kph in 9,4 seconds (manual transmission, 2WD).

Hyundai offer a smaller, 2,0-litre R diesel engine with VGT which completes the diesel line-up. Developing 150ps and delivering 382Nm of torque, this ined powerplant emits just 155g/km of CO2 emissions when applied to the Hyundai Santa Fe.

Thanks to the variable geometry turbocharger fitted to both diesel engines, New Generation Santa Fe offers 100% of torque from low revs - just 2.000 rpm - which makes the car well suited to both off-road terrains and dynamic on-road driving.

A Theta II 2,4-litre GDI engine offer European customers a petrol alternative. Its maximum power (193ps) and modest CO2 emissions of 197 g/km again set the New Generation Hyundai Santa Fe apart as a segment leader.

TRANSMISSIONS
New Generation Santa Fe is available with six-speed manual and six-speed automatic transmissions, which have been tuned to suit the power delivery of the three-strong engine line-up.

The Theta II 2,4-litre GDI petrol and 2,2-litre R VGT diesel engine are available with either the manual or automatic transmission. The 2,0-litre R VGT engine is fitted with the six-speed manual as standard.

The six-speed transmissions feature high top-gear ratios and were chosen to reduce fuel consumption and lower CO2 emissions when cruising at speed, while also enabling drivers to fully exploit the available performance on road or over rougher terrain.

The automatic transmission features two operating modes - fully automatic or Sport. For city driving, fully automatic mode is ideal, while Sport mode allows for clutch-less manual sequential gear changes for greater driver involvement. Although this transmission is a regular torque converter automatic, it incorporates a unique flat torque converter and an innovative layout makes it the most compact six-speed unit currently available anywhere in the world - weighing 12 kilos less and can boost fuel economy by up to 12%, compared to a conventional automatic.

When the 2WD 2,2-litre R VGT diesel engine is mated to the six-speed manual transmission, it emits just 145 g/km of CO2.

RUNNING GEAR
The New Generation Hyundai Santa Fe offers impressive road holding, as well as genuine comfort on-road and off-road, providing a car-like ride in normal driving conditions but switching automatically to four-wheel-drive whenever it is needed.

Hyundais FLEX STEER system is fitted to an SUV for the first time, providing three different settings for the steering to match customer perence and driving requirement. The selected mode - normal, sport and comfort - is displayed on the 4,2-inch LCD screen integrated into the instrument cluster.

The new Santa Fes suspension has been precisely calibrated to provide a well damped ride and reassuring responsiveness to driver inputs. The MacPherson strut front suspension uses reverse L-shaped lower arms for accurate camber control and steering sensitivity. The front subframe mounting bushes are calibrated to reduce unwanted vibrations, while preserving a confidence-inspiring connection with the road surface.

Multi-link suspension is employed at the rear, with the trailing arm connected to a chassis cross-member to ensure optimum ride inement without intruding on the trunk space. Self-leveling rear suspension is fitted as standard, preserving ride inement and balanced handling even when carrying a full complement of passengers or a heavy cargo load.

All-wheel-drive is delivered by an on-demand system which overrides the usual front-wheel-drive only when truly necessary. When sensors detect a loss of grip at the front wheels, power is automatically redistributed between the front and rear axles. The default power distribution is 100% to the front wheels, with automatic and continuous variation when slippery conditions are encountered up to 50% front / 50% rear.

For especially slippery conditions, such as muddy off-roading or driving on snow or ice, four-wheel-drive can be selected with the push of the lock button, delivering a 50/50 power split at speeds up to 40kph.

Supplementing the high levels of traction and grip, New Generation Hyundai Santa Fe is equipped with ABS (anti-lock braking), ESP (electronic stability programme), VSM (vehicle stability management), DBC (downhill brake control), plus hill-holding and HAC (hill-assist control).

Maximum towing capacity (for a fully laden vehicle) with a braked trailer is 2500 kg (manual transmission).

REFINEMENT
In creating the New Generation Santa Fe, Hyundai has retained the cars SUV heritage, but has also improved its on-road abilities.

A front subframe, which supports the engine, transmission and suspension, is mounted using specially designed bushes to minimise unwanted noise and vibrations reaching the cabin, while allowing the steering to provide excellent feedback to the driver in all conditions.

The all-new bodyshell of the third-generation Santa Fe uses the same technologies that were incorporated into the i40, which won the Euro Car Body award in 2011. A complex mixture of lightweight, high-strength steel and aluminium components increases bending strength and torsional rigidity compared to the previous model. The steel is sourced from the companys own plant - Hyundai Steel -in Korea.

Hyundai has optimised the powertrains in the third-generation Hyundai Santa Fe to be as ined as possible, using lighter materials, damped engine mounts and increased levels of sound insulation to create a quiet, cosseting interior.

These measures combine to reduce the NVH compared to the previous generation vehicle, making it a comfortable environment in which to travel - on or off road.

SAFETY
In line with the rest of Hyundais European vehicle range, the New Generation Santa Fe will feature high-tech active and passive safety features to ensure exceptional occupant safety and improved protection for pedestrians.

Active safety systems give Santa Fe drivers the best chance of avoiding an accident. These include ABS (anti-lock braking system), ESP (electronic stability programme), VSM (vehicle stability management), DBC (downhill brake control) and a hill-holder system.

A lane-departure warning system alerts the driver should the car drift into the adjacent lane without the side indicator being activated. An audible chime is sounded in the cabin, to draw attention to the situation.

An automatic cruise control system uses radar to monitor traffic ahead and ensure that Santa Fe will not get too close to the car in front. This increases convenience for the driver and also reduces the chance of a collision.

Good driver visibility is a key factor for safety, and the New Generation Hyundai Santa Fe has several features that enhance day and night time vision. HID Xenon headlights offer high-intensity, far-reaching illumination of the road ahead, giving the driver the best possible vision. To further aid vision and safety, the headlights switch on automatically if conditions require them, and daytime running lights are fitted as standard.

In terms of passive safety, the New Generation Santa Fe is built using a lightweight, high-tensile steel and aluminium structure which provides excellent bodyshell rigidity and strength, protecting occupants in the event of a collision.

New Generation Santa Fe is fitted with seven airbags as standard, including driver, passenger, side, curtain and drivers knee units, providing exceptional levels of safety to buyers across the range.

With pedestrians in mind, Hyundai has equipped the new model with an active hood - the first such application in a Hyundai, and an important contributor to greater pedestrian safety in the event of a collision. Upon impact, the hood rises to reduce the force of the collision and, thus, reduce the risk of injury.

These features ensure new Hyundai Santa Fe has outstanding levels of safety, and reinforce Hyundais commitment to providing its customers with class-leading cars in this crucial area. It is expected that, in line with recent Hyundai models, the New Generation Santa Fe will attain a five-star Euro NCAP safety rating - even meeting the demands of the new, more rigorous 2012 test procedure.

The third generation Fiat Panda, Europes best-selling supermini, is bigger, roomier, safer and more fuel efficient than its predecessors. On sale from February 2012, its the latest version of a well loved car thats become legendary for its use of space, compact dimensions, fun style and functionality. With its five doors and flexible interior, the new Fiat Panda is set to build on an enviable reputation for convenience and durability thats been growing ever since the original was unveiled in 1980.

With the continued popularity of downsizing, the concept of an attractive, sophisticated city car with room for five, an advanced range of economical engines and a host of large car features has never been more appealing. The all-new Fiat Panda is such a car thanks to an interior boasting greater flexibility and higher quality materials than its predecessor, with some clever cutting edge technology being made available on a small car for the first time. All this is cloaked in a stylish yet friendly new design and powered by some of the most economical engines available today.

Three engine options will be offered at launch, headed by Fiats award-winning Twin Air Turbo. This 875cc unit has the lowest carbon dioxide emissions of any quantity production petrol engine in the world, and won International Engine of the Year 2011 courtesy of its unique combination of power, flexibility and economy. With 85hp, 67.3mpg economy (Combined Cycle), and a characterful throaty sound track, this engine has cemented Fiats position at the forefront of modern combustion engine development.

The Twin Air Turbo is to be joined later in the year by a normally aspirated version for the very first time. There is also the latest evolution of the dependable 1.2-litre FIRE engine. With 69bhp it employs variable valve timing technology to blend power with economy. The new Fiat Panda is also available with a 1.3-litre MultiJet2 turbo diesel. This second generation, compact unit features faster injectors than its predecessor, making it quieter, more economical and cheaper to run.

The Twin Air Turbo and Multi Jet will come with Start&Stop and a Gear Shift Indicator (GSI), which suggests to the driver when to change gear in order to achieve the best economy.

As well as new engines, the Fiat Panda has revised dimensions that make it longer, wider and taller than the car it replaces, with more space for passengers and their luggage. But it still maintains sufficiently diminutive exterior dimensions to sit firmly in the city car category. Most of the Pandas growth in length is in the rear overhang to increase the new cars boot space as well as offer more legroom to rear passengers, who will also benefit from a rear sliding seat option for the first time. The new Panda is also 66mm wider, which means it can seat three passengers comfortably in the rear. Most class rivals have room for only two passengers in the back.

For improved passenger comfort and driver enjoyment there is all-new suspension and a body thats significantly more rigid than its predecessor. These attributes further improve the Fiat Pandas already impressive safety credentials. With up to six airbags (four of which are standard), ABS anti-lock braking, optional ESP (Electronic Stability Program), and an active anti-whiplash head restraint system standard equipment throughout the range, the Panda will be one of the best-equipped cars of its kind in safety terms. Unusually for a car of this size, it will also feature a new innovation as an option, the Low Speed Collision Mitigation system. This reads the road ahead and when it detects an obstacle in the cars path it applies the brakes automatically.

The Fiat Pandas helpful features arent just reserved for the driver. To maximise space inside, the all-new interior is packed with useful equipment. There are 14 storage compartments including an open one on the dashboard. The rear seat bench can be specified to slide backwards and forwards. Other options include a front passenger seat that folds into a table, while access to the interior has been further improved.

As with every other Fiat in the current range, the new Panda can be ordered with the Blue&Me connectivity system to allow owners to sync music players and mobile phones with the car. This enables hands-free control of devices using either voice activation or steering wheel-mounted buttons. The new Fiat Panda also offers the latest Blue&Me TomTom2 LIVE as an option. This navigation device has a 4.3-inch touch screen, and as well as routing, this includes up-to-the-minute weather and traffic information.

The new Fiat Panda is available in three trim levels: Pop, Easy and Lounge. Even the entry level Pop model is well equipped for this city car class, while features such as Low Speed Collision Mitigation, which is available on medium and high grade cars, is new to this segment.

DESIGN: HEART MEETS HEAD
The Fiat Panda has long been seen as an embodiment of rational and emotional values and its friendly design has reflected that. Now entering its third generation, the new Panda combines the best of the first and second generation models with a character of its own that allows Fiat to move the Panda legend forward once again.

Centro Stile Fiat designers claim the new design portrays an even stronger vision of the combination of utility and personality than the car it replaces. In creating this evolution of the existing model, designers wanted to emphasise that the Panda is a timeless classic while also being an integral member of the Fiat Automobiles family.

Comprehensive restyling has resulted in the Fiat Pandas lines being made more rounded than the model it replaces. This softening combined with the absence of corners conveys solidity and sophistication and makes the car appear bigger than its city car dimensions might suggest. The sleek new look has also been designed to give the passenger compartment a welcoming and protective feel, and an additional benefit is a drag coefficient of 0.32, one of the lowest in the class.

The softening of lines continues within the overall shape. Side windows have been shaped to maximise outward visibility for added safety, while giving the cabin a perception of airiness. All windows have rounded-off corners and the third window at the sides, a signature of the second-generation Panda, remains but is less angular. These also merge with the rear light clusters, which are set higher to reduce the possibility of damage from minor knocks, while making them more visible.

Bumper strips that follow the rounded motif have been added for extra protection from parking knocks. And in a nod to the first generation car, there are optional side mouldings (standard on Lounge versions) to give a rugged look. This is further accentuated by flared wheel arches and roof bars on Easy and Lounge versions.

INTERIOR: BUILDING ON AN ICON
The Fiat Panda has always been synonymous with style, practicality and usability, and this latest version builds on those pillars. Although just 365cm long with a wheelbase of 230cm, the newcomer can comfortably seat five people and has one of the biggest boots in its class.

Functionality is another of the Fiat Pandas hallmarks and the new model is no different. The five-door design makes cabin access easy. Internal space is 26mm wider at the front and 5mm wider at the rear, while overall, the cabin is 20mm longer compared with the model it replaces. New slim seat technology yields 23mm more entry space at the front and 6mm at the rear which allows back seat passengers more leg room while those in the front benefit from improved seat travel which is now an impressive 21cm fore and aft. Allied to vertical adjustment of 6cm for the drivers seat, the front passengers can be specified with a backrest that folds down like a table on Easy and Lounge models.

Two rear seats are standard while a middle seat, head restraint and seat belt can be specified as an option. The sliding back row is optional from September 2012. This moves by 16cm, increasing boot space from 225 to 260 litres in its fully forwards position. And the rear backrest folds down to create 870 litres of boot space, 36 litres more than the second generation model, and a platform thats more than 2m in length. On top of that, a rear backrest that splits 60/40 can be specified. If the sliding rear seat is ordered, the backrest splits 50/50.

The seat material is new too. This employs squares that are electronically welded to the backrests in order to improve airflow between the occupants back and the seat, improving comfort in warm weather.

Further improving cooling when temperatures are high, the new Panda has an improved climate control system. This centres on a revised control unit that ensures the required temperature is reached as quickly as possible, a particularly desirable feature in extreme weather conditions. Life on board has been further improved by working to reduce all types of noise. This has resulted in a 4dB noise reduction compared to the previous generation model. This effectively means road noise has been halved.

The dashboard has undergone a radical rework. Harking back to the first ever Fiat Panda, it boasts a roomy storage pocket ahead of the front passenger. Theres also a more conventional locking glove box in the lower part of the dash.

Other clever internal innovations include redesigned door panels, allowing the speakers to be positioned higher, which improves sound quality while also enabling the door pockets to be made wider and more usable. The hand brake has been redesigned too. Making it shorter has released storage space in front, behind and underneath the lever. In total, there are 14 storage spaces including a mix of open and closed, and theres even an optional glasses holder above the drivers side window.

TECHNOLOGY: BIG CAR FEATURES
Modern cars are about so much more than getting around, and as with every current Fiat the new Panda is big on communication. Consequently it features the award-winning Blue&Me infotainment system.

Based on Microsofts Windows Mobile for Automotive, Blue&Me allows Bluetooth equipped devices such as phones and MP3 music players to be linked into the car. Occupants can then take control using voice activation via a display panel that works with a microphone in the roof, or steering wheel mounted buttons.

Its easy to use and therefore safe as drivers can keep their hands on the wheel, and their phones in their pockets/handbags. The latest generation voice recognition system allows immediate interaction because it doesnt have to go through a learning phase. And phonebook contents can be transferred to the cars display panel. Music thats stored on a USB device, media player or the latest Apple systems can be played via the cars sound system with track information shown on the display panel.

Blue&Me TomTom2 LIVE opens the doors to connectivity further still. The connector and accompanying unit for this can be specified as an option on Easy and Lounge models. This has all the features of the regular Blue&Me system combined with satellite navigation and accurate traffic information that updates in real time.

This portable navigation device slots into a holder in the middle of the dash. There are no unsightly wires but the device can be removed for safe keeping. It features a 4.3-inch touch screen display, stores detailed maps of 45 European countries and has the same LIVE services as the latest generation TomTom navigation devices. This includes mobile and fixed speed camera locations, points of interest updated by Google Local Search, current weather forecasts and detailed traffic information, updated every two minutes. A year of free LIVE services is included when the vehicle is purchased.

Teamed with Blue&Me is Fiats widely acclaimed eco:Drive system. It enables users to download information about their driving to a USB stick. This can then be uploaded to their computer and by accessing Fiats eco:Drive website, acceleration, deceleration, gear shifts and speed are analysed to give drivers a personal eco:Index of between 1 and 100. The eco:Drivers then receive tips on how to improve their performance and can become part of the eco:Ville on-line community. This has so far enabled 64,000 users to save 4300 tonnes of CO2 by improving their driving styles.

ENGINES: SMALL CAPACITY, BIG HEART
Fiat is at the cutting edge of combustion engine design and as a result the new Panda comes with a choice of engines that lead their class in terms of performance, fuel consumption and emissions.

0.9-litre TwinAir Turbo
At the forefront of the line up is Fiats International Engine of the Year 2011, the TwinAir Turbo. The first in a new range of engines, this two-cylinder unit combines Fiats revolutionary Multi Air technology with two cylinders and a turbocharger. The results are stunning with its 85hp power output 10 per cent up on a regular engine of the same size, peak torque of 145Nm up 15 per cent, and the 99g/km of CO2 emissions improved by 10 per cent.

As with every other Multi Air engine, at the heart of this unit theres a new electro-hydraulic valve management system. This reduces fuel consumption to a remarkable 67.3mpg (Combined figure) by controlling the intake of air directly via the inlet valves rather than the throttle. It enables airflow to be managed cylinder by cylinder, cycle by cycle, phase by phase, according to the drivers and therefore the engines requirements. By rigorously controlling the combustion process, pumping losses of around 10 per cent are eliminated, while valve control strategies can be optimised to reduce emissions and boost driveability through improved throttle responses.

Fitting in perfectly with the Fiat Pandas small size, the Twin Air takes downsizing to a new level by combining a small capacity engine with a turbocharger. This improves performance and flexibility, particularly at very low revs where its far more responsive than a conventional normally aspirated engine.

1.2-litre Fire EVO II
More than 10 million units of the FIRE family have now been produced, and this durable, reliable engine is still going strong. With continuously variable valve timing now optimising valve opening and closing at all speeds, consumption in the new Panda is a frugal 54.3mpg (Combined Cycle), while emissions are 120g/km, yet torque is still a healthy 102Nm at 3000rpm and maximum power output, 69hp.

1.3-litre MultiJet 2
Fiats latest small turbo diesel engine has been described as a masterpiece of technology in miniature. And it certainly has compact proportions, measuring 60cm in length by 70cm high and tipping the scales at 140kg. But its big on performance with a power output of 75hp at 4000rpm and torque of 190Nm at 1500rpm, meaning excellent flexibility.

Its economy is big news too as it can manage a remarkable 72.4mpg (Combined Cycle) in the new Fiat Panda with CO2 emissions of just 104g/km. It offers this combination of performance and economy thanks to second generation MultiJet technology. Faster injectors allow up to eight injections per cycle, meaning greater speed, flexibility and precision in the various combustion phases. The improved injection rate also permits two injections that are so close together that they generate a continuous but modulated supply of fuel to the cylinders.

By improving the combustion process in this way, engine operation is quieter while particulate and nitrogen oxide (NOx) emissions are sufficently improved, enabling the engine to meet strict Euro 5 standards. The injectors are also simpler and with 40 per cent fewer components, are more reliable than their predecessors, promising cheaper running costs.

Clever thinking
To further boost economy, engines apart from the 1.2-litre FIRE are equipped with Fiats Start&Stop system. Specifically designed for city driving, this switches the engine off when traffic requires the vehicle to stop, while keeping all functions such as lights, climate control and the sound system operating. When its time to move off again, releasing the brake pedal (Dualogic) or operating the clutch triggers the engine to fire up.

All cars with Start&Stop are fitted with a Gear Shift Indicator (GSI) too. This offers a discreet prompt to drivers to change gear at the optimum point to minimise fuel consumption.

The TwinAir Turbo model also features an ECO button on the dashboard. Pushing this changes the engine electronics to a specific map that reduces torque to 100Nm and focuses on minimising consumption.

When drivers do need to visit the pumps, the Smart Fuel System is another large car feature designed to make city car life as easy as possible. The classic fuel cap has been replaced by a fuel filler pipe that opens and closes automatically when the pump is inserted and withdrawn. It reduces unpleasant gas emissions, any chance of fuel overflow, and doesnt allow petrol to be pumped into a diesel car, or vice versa.

In the second quarter of 2012, the new Panda will become available with Fiats Dualogic Transmission. This is an automatic gearbox that can also be used as a manual. There is no clutch pedal, so to prompt gearchanges in manual mode, the lever is pushed forwards or backwards to shift either up or down. Its a system thats simple to use, gives the option of relaxed automatic gear changing round town, and more involving driver-prompted changes on the open road. And because the software that tells the gearbox when to perform automatic changes is economy orientated, it saves fuel too.

DYNAMICS: REWARDING, CsayaFORTABLE AND SAFE
The new Fiat Panda has been designed to be rewarding for all sorts of drivers in all kinds of conditions. In addition to being practical, comfortable and capacious inside, its also been built to put a smile on the face of keen drivers, and despite compact car dimensions itll offer large car protection to all its occupants.

The new Panda has an exceptionally rigid body. This is thanks to 70 per cent of it being built out of high resistance materials. The car also features a third load path. This provides more effective control of deformation during frontal impacts and reduces the chance of penetration to the passenger compartment by transferring energy to the lower, more resistant parts of the vehicle.

The improved rigidity combines with the latest technology to ensure comprehensive protection in the event of an accident. Four airbags come as standard (front and window bags) while front seatbelts feature pretensioners and load limiters. Front seats are also equipped with an anti-whiplash system while those in the rear have head restraints (optional on Pop versions) and Isofix attachments for child seats.

ABS anti-lock brakes are standard and have Brake Assist for quicker more powerful braking to ensure drivers maximise the performance of the braking system. Electronic Stability Program (ESP) is also available and comes with Hill Holder. On inclines, this applies the brakes for two seconds after the pedal has been released, enabling the driver to make effortless hill starts.

Later this year, Low Speed Collision Mitigation (LSCM) will become available. This large car safety feature is set to raise the bar in terms of what drivers can expect from city cars. The LSCM can recognise obstacles in the path of the car and apply the brakes if the driver fails to do so. Depending on speed, the system can either avoid obstacles altogether or minimise the consequences of an impact.

The LSCM combines Automatic Emergency Braking (AEB), Prefill and Brake Assist. The AEB is triggered by a windscreen mounted laser sensor which assesses whether the obstacle poses a threat. The sensor employs the same principles as those used in astronomy to measure the distance between satellites. The obstacle must be more than 40 per cent of the width of the vehicle and the angle of impact must be less than 30 degrees. In addition to applying the brakes automatically, engine torque is reduced if the accelerator pedal hasnt been released. The AEB works in tandem with Prefill. This primes the braking system for a more prompt response either when the AEB system takes over or in a regular emergency stop.

The new Fiat Panda features all-new suspension thats been designed to improve comfort, handling, and crash safety performance. Its been lightened using a lower arm which for the first time on a European-made car has been constructed using ultra high-strength material. This combines with a modular cross member made of low thickness, high resistance steel sheets that works in conjunction with the third load path.

Theres a new split shock absorber mounting too. By transmitting loads to the body through two different routes, road vibrations are filtered out better and acoustics improved compared to the previous model. The front suspension also has a new anti-roll bar thats had its weight reduced without compromising its rigidity, and it has been connected to the shock absorber to maximise the anti-roll effect.

New suspension bushes have been added front and rear to improve noise insulation without detracting from road holding.
To enable the new Panda to perform on the open road and in the tight confines of the city with equal aplomb, Dualdrive electric power steering features a City function. Push the dash-mounted button marked City and assistance to the steering is increased to facilitate parking manoeuvres and enable drivers to employ the tight 9.3m turning circle more easily. The default setting, returned to when the City button is pressed again or when speeds exceed 22mph, ensures the greater driving precision and steering wheel response thats more suited to higher speeds.

QUALITY AND QUANTITY
One of the fundamental aims with the new Fiat Panda has been to raise product quality for city cars. This has been achieved by concentrating on the three fundamentals of materials, production and people. With an investment of 800m Euros, the Giambattista Vico plant in Pomigliano dArco on the outskirts of Naples has been transformed to technological and organisational excellence in just 12 months, eventually resulting in up to 260,000 Pandas being produced annually.

Materials
Sheet metal components are now sourced internally, meaning that Fiat has far greater control over their quality. A department with 10 drawing and three cutting lines uses 377 moulds to transform sheet metal into parts such as side panels, doors, roofs and floors that make up the Fiat Panda.

The factory has also been equipped with the largest plastic pressing unit in the company. More than 100 parts are made from melted polypropylene granules that are injected into 35 ultra-modern moulds under high pressure. Components made like this include bumpers, centre console and dashboard. The latter is produced by a single machine that uses a triple-injection system to form the external part first of all, followed by the middle one in four available colours.

Fiat has invested more than 15m Euro in the paint department over recent months. This enables the water-based paints to be applied by robots, eliminating awkward manual internal sealing operations.

Production
State-of-the-art machinery has been housed in one of the most modern factories in the world. The new Pomigliano dArco facility has undergone a complete production revolution including a sheet metal working department where 99 per cent of jobs are automated and 600 robots are in operation. Rather than doing the lifting and welding work, humans now run the systems and manage the controls in a spacious, clean and well-lit environment.

One of the most advanced systems is welding, where latest generation hollow wrist robots apply 520 spot welds in 30 minutes. There are two side panel production lines that run at the sides of the main line, and the line itself is made up of modules which can be removed or added according to production requirements, allowing up to four different models to be made at once.

Bodies are moved from one part of the factory to another by overhead train while small, safe and quiet electrical trains have replaced forklift trucks for transporting parts on the ground. Even the pallets that move the cars around as theyre being built have been modernised. Bodies are now clamped to these, so key couplings are maintained throughout the build. And as the cars progress through the factory, opto-electronic control stations along the production line check quality compliance and geometric precision.

People
Investment hasnt just been in the factory. Workers at Pomigliano dArco have undergone a total of 200,000 hours of training and a well-structured assessment programme has been developed to ensure the correctly trained person is working at the right station at the right time.

The workers were also asked to contribute to setting up the new factory by defining the organisation of production cycles and work stations. In total, workers contributed around 8500 suggestions to how work station safety, ergonomics and product quality could be improved by eliminating errors.

The staff at Pomigliano dArco accepted that the only way to move forward was to modernise. The result was a sheet metal department that started from scratch, an improved paint department, a new plastic processing department and a redesigned assembly department. And in each, workers suggestions were implemented along with world-class manufacturing standards.

To achieve this, workers were encouraged to reconstruct assembly lines virtually, and break them down into stations and operation sequences. It wasnt until each department had found the best solution for each activity that the line was physically built. As a result, work stations are designed so that the car rises up or turns on hooks to offer the correct side at the right height, meaning employees dont have to reach more than 60cm to perform their tasks. Line workers arent the only ones who benefit in the new factory. Glassed-in offices are located right in the middle of the factory so as to be close to the production lines and workers.

BMW M5 US-Version, 2013

The iconic BMW M5 Sedan and M6 Coupe went on sale in the US in August 2012 after a two year hiatus. They are more powerful, more athletic, more luxurious and more efficient than ever before. They join the all-new BMW M6 Convertible which first arrived in US BMW Center showrooms in July 2012. For more than a quarter century, the BMW M5 and M6 have exemplified the luxury and daily versatility of a true BMW combined with all-out supercar performance.

The BMW M5 and M6 are ultra-high-performance sports cars with exceptional dynamic abilities which have been carefully tuned by M engineers on racetracks around the world under all conditions. Simultaneously, the BMW M5 and M6 bring new standards for daily driving comfort and features. To achieve these lofty goals, the new BMW M5 Sedan, M6 Coupe, and M6 Convertible share the most powerful engine ever fitted in a series-produced model from BMW M GmbH mated to a high-torque 7-speed M-Double Clutch Transmission (M-DCT). An innovative Active M Differential further splits power transfer between the rear wheels. This drivetrain, combined with extensive chassis and suspension upgrades ensure that the engines performance can be transferred to the ground.

The engine: High-Revving V8 Engine with M TwinPower Turbo Technology

The new engine shared by the BMW M5 and M6 has the highest output ever generated by a BMW M car, and at the same time provides the most efficient balance between performance and fuel consumption. It is characterized by immediate throttle response, a linear power band and an unusually high and flat torque curve. The new engine produces around 10% higher output than the V10 engine of its predecessors and torque is up by over 30%. At the same time, fuel efficiency has improved by nearly 25 percent.

To achieve the performance levels demanded by the BMW M5 and M6, the engineers at BMW M started with the proven BMW M developed V8 engine from the BMW X5 M / X6 M (internally known as the S63) and further developed it for its duty in the latest M5 and M6 models. Internally designated as the S63Tü this new engine uses similar M Twin Power technology combined with the reverse flow V8 layout. The result is that the high-revving V8 engine with M TwinPower Turbo Technology lends a whole new intensity to the powerful thrust at higher rev ranges for which M cars are known. The 4.4-liter engine develops a peak output of 560 hp (412 kW) at 5,750 - 7,000 rpm (versus 555 hp at 6,000 rpm for the S63), while its maximum torque of 500 lb-ft (680 Nm) is on tap between 1,500 and 5,750 rpm (versus 500 lb-ft from 1,500 to 5650 rpm for the S63). The rev limiter intervenes at 7,200 rpm (up 200 rpm from the S63 engine). The rev band, which offers extremely dynamic acceleration between peak torque and the availability of maximum output, is therefore almost three times as wide as that of the V10 engine in the previous generation M5/M6.

As in the V-8 engine of the X5 M, the two twin-scroll turbochargers, along with the catalytic converters, are placed in the V-space between the two cylinder banks in a reverse flow layout. This layout results in an unusually compact engine where the intake is moved outboard and the exhaust inboard - the opposite of conventional V-engines. The lengths of intake and exhaust tracts are thereby reduced and their diameters increased, reducing pressure losses - especially on the exhaust side. A further advantage of the layout is the short distance between the cylinders combustion chambers and the primary catalytic converters; this leads to quicker warm-up of the catalysts after the engine is started and therefore lower start-up emissions.

The patented cross-bank exhaust manifold, first introduced in the S63 engine of the X5 M / X6 M is also employed in the S63Tü. This exhaust manifold is a special 8-into-4 setup that combines the exhaust from two cylinders (on opposite banks) that are 360 degrees of crankshaft rotation apart from each other. Each of the eight runners is of identical length to ensure perfectly regular timing of exhaust gas pulses.

Each of the four manifold outlets is fed into each of the four available scrolls of the two twin-scroll turbochargers. The two scrolls of a twin-scroll turbo lead each exhaust pulse directly to the turbine without feedback or interference from the other scroll (that are fed by cylinders at other points in the combustion process). Additionally, dividing the gases into two smaller paths (scrolls) results in higher gas velocity than a single larger path. This enhances the turbochargers response thereby reducing lag. The crossover manifold is configured so that the second scroll of the turbo is fed by two cylinders that are 180 degrees out of phase with the first scroll. In this way each turbocharger receives distinct exhaust pulses every 180 degrees of crankshaft rotation (from one of four cylinders). Furthermore, the two turbos receive exhaust pulses that are 90 degrees offset from each other. The result is that throttle response is sharpened and turbo lag is reduced to a minimum. The new engine also sports larger intake runners, larger air to liquid intercoolers and a tuned exhaust which results in the engine making power more quickly than previously possible. Finally, the S63Tü uses a maximum boost pressure of 1.5 bar (21.7 psi) versus 1.2 bar (17.4 psi) for the S63 engine.

BMWs efficient High Precision direct fuel injection also plays a major role in this engines combination of high performance and fuel efficiency. High Precision direct fuel injection ensures an extremely precise supply of fuel to the combustion chambers. Injectors positioned centrally between the valves within immediate range of the spark plugs spray the fuel into the combustion chambers with maximum pressure of 200 bar (nearly 3000 psi), providing smooth and clean combustion. Innovative solenoid valve injectors in the new BMW M5/M6 engine use multiple injections per combustion cycle to achieve an extremely precise mixture preparation. The fuel also has a cooling effect on the combustion that allowed the M engineers to endow the engine with a high compression ratio of 10:1. This high compression ratio contributes to both performance and efficiency, while reducing exhaust emissions - and even has a positive effect on engine sound.

Throughout its history, the heart of the BMW M5 and M6 has been its high-revving, high output-per-liter engine fed by individual throttle plates. The new engine introduces VALVETRONIC variable valve control system to a BMW M engine - effectively providing 16 individual throttles.

VALVETRONIC is BMWs patented fully variable valve control system that eliminates the need for conventional throttles. Engine power is instead controlled directly by varying the amount of lift of the intake valves. Pumping losses are minimized with this system and resulting in efficiency and torque improvements. VALVETRONIC has also sharpened the responsiveness of this engine compared to the V10 engine it replaces.

The M TwinPower Technology of the new V8 engine also includes BMWs Double VANOS infinitely-variable valve timing system which optimizes the engines efficiency and generates high torque at low engine revs. In addition, a volume-controlled oil pump and a range of other EfficientDynamics measures deliver an extra boost to efficiency. The new BMW M5 and M6 feature both Brake Energy Regeneration and the Auto Start-Stop function, which automatically switches off the engine when the car comes to a stop.

The engines exhilarating thrust gives both models impressive acceleration. The instant power delivery and sustained thrust of the engine results in acceleration of 0 - 60 mph in 4.1 seconds for the Coupe and 4.2 seconds for the Convertible. The top speed of both models is electronically limited to 155 mph (250 km/h). The sprint for the BMW M5 from rest to the 60 mph (0-100 km/h) mark is all over in 4.2 seconds (4.3 for the 6-speed manual) and from that point progress continues with barely any let-up. Maximum speed is electronically restricted to 155 mph (250 km/h). While the engines output has increased by around 10% and maximum torque is up by more than 30%, the new BMW M5 and M6 models consume roughly 25% less fuel and have a highway range about 34% higher than their predecessors.

M TwinPower Turbo Technology also shapes the development of the V8 engines soundtrack. The concept of crossover exhaust manifolds plays a key role in delivering a multi-layered collage of sound. The twin-tailpipe exhaust system of the new BMW M5 and M6 runs largely in a straight line and has a large cross section. The two exhaust pipes feed into a single muffler from which the customary M quad tailpipes extend out through the far left and right-hand sides of the rear diffuser.

7-speed M Double Clutch Transmission with Drivelogic
The new V8 engine M TwinPower Turbo engine is mated to a newly developed 7-speed double-clutch transmission designed to handle the high torque and high revving nature of the engine. The M DCT with Drivelogic System developed especially for the new M5 and M6 has been tuned to the performance characteristics of the engine. It delivers exceptionally fast and clean gear changes in both automatic mode (D) and manual mode (S). No clutch pedal is required for manual gearshifts and the driver can keep their foot on the accelerator during gear changes. The driver uses the model-specific M gear selector to choose between D and S mode and to engage reverse. Comfort is further enhanced by the new Low Speed Assistance function, which smoothes power delivery in stop-and-go traffic with a light touch of the accelerator pedal.

The transmission offers a sequential shift pattern for the manual gearshift mode. Alternatively, the driver can also change gears manually using the shift paddles on the newly developed M leather steering wheel, complete with multifunction buttons. In typical M configuration, the driver pulls the right-hand paddle to shift up and the left-hand paddle to shift down. The new M steering wheel stands out with its smaller rim diameter and a design that borrows from the double-spoke design of the M light-alloy wheels.

M DCT with Drivelogic offers three shift programs in both automatic and manual modes. The driver selects his/her desired mode using the rocker switch positioned immediately below the shift lever on the center console. The D1 program is selected automatically when the engine is started, tailoring gear selection to deliver the most efficient possible driving style. D2 mode supports laid-back cruising with gear changes carried out according to engine revs and load. And, to promote a sporty driving style laced with dynamic acceleration, shift times in D3 mode are set up to delay gear changes until the engine has climbed higher up the rev range.

Drivers can also adapt the shift characteristics to their requirements in Manual mode. S1 mode generates comfortable and smooth gear changes. In S2, the gear changes are completed noticeably faster and accompanied by significant shift kick at higher revs. S3 is the one to choose for maximum driving dynamics; it enables even sportier gear changes and is required to initiate the Launch Control function. When the stability control system is switched off, Launch Control allows the driver to achieve maximum acceleration from a standstill as permitted by conditions. During Launch Control acceleration, each gear shift takes place automatically and at the optimum engine speed.

Active M Differential
The Active M Differential in the new BMW M5 and M6 is an electronically controlled multi-plate limited-slip differential programmed to optimize traction, stability and sporting character.

The rear axles multi-plate limited-slip differential works with high precision and speed. Its control unit is connected with the Dynamic Stability Control (DSC) system via FlexRay high-speed data transfer technology and constantly cross-checks the data collected by its sensors with the feedback from DSC. It then uses this information to calculate the locking force required to deliver optimum traction and stability. The data recorded by DSC sensors is also passed on if the stability control system is switched off. The locking force within the differential can be varied continuously between 0 and 100%. The ABS system retains full functionality in all situations.

In addition to its own data and that provided by DSC, the Active M Differentials control unit also takes into account the position of the accelerator pedal, the rotational speed of the wheels and the cars yaw rate. Every driving situation is therefore analyzed so that any loss of traction on one side of the car is identified at an early stage. The degree of lock is adjusted as required within a fraction of a second, enabling wheel spin to be prevented on slippery surfaces, when the right and left rear wheel have widely differing friction coefficients and in tight corners. Optimizing traction in this way also provides unbeatable driving stability in challenging conditions and allows impressive dynamic acceleration out of corners.

M-Specific Chassis
Each component in the suspension and chassis of the new BMW M5 and M6 has been developed based on the extensive race expertise of BMW M engineers. In both models, the integral rear axle subframe is directly bolted to the body to maximize body rigidity and handling precision. Reinforced chassis mountings for the front and rear suspension ensure that dynamic forces are passed through to the body structure. Specially tuned axle kinematics and newly developed forged aluminum suspension components boasting impressive strength and minimized weight meet both the requirements of everyday road driving and the specialized demands of track use. The result is that the BMW M5 and BMW M6 continue the BMW M tradition of engineering a chassis that is "faster than the engine". As with every BMW M car, the engineers carried out the fine-tuning during extensive testing on the Nürburgring Nordschleife circuit.

Dynamic Damper Control (DDC) electronically controlled shock absorbers are standard on the new BMW M5/M6. DDC uses electro-hydraulic damping force adjustment to provide a set-up suited to the driving situation and the wishes of the driver. The shock settings can be adjusted at the touch of a button. In "Comfort" mode, they respond adaptively to the condition of the road surface and the drivers style. "Sport" mode activates a noticeably stiffer damper set-up, while "Sport +" allows further stiffening of the suspension to achieve maximum longitudinal and lateral acceleration in ultra-dynamic driving situations.

At the touch of a button, the driver can also select from three settings for the M-specific Servotronic speed-sensitive power steering. "Comfort" mode requires only a small amount of steering force when parking or maneuvering, but still provides the M brands hallmark direction-changing precision at higher speeds. "Sport" ensures the driver enjoys more intensive feedback across all speed ranges. "Sports Plus" is the highest level of steering dynamics that can be selected where the driver is called on to use even greater force with the steering wheel.

The new BMW M5 and BMW M6 also use BMWs most advanced Dynamic Stability Control (DSC) and Anti-lock Braking System (ABS) that include Cornering Brake Control (CBC), Dynamic Brake Control (DBC), Brake Assistant, brake fade compensation, a Brake Drying function and Start-off Assistant. The DSC system has three levels of operation. The default is "DSC On" which provides the greatest level of stability and traction control. M Dynamic Mode (MDM) can be activated to override the basic setting by pressing the DSC button on the center console. This mode allows for very spirited driving - as on a race track - while still providing a safety net, by raising the intervention thresholds of DSC. "DSC Off" mode can also be activated at the touch of a button for complete deactivation of the system.

High-Performance Brake System
The high-performance braking system of the new BMW M5 and BMW M6 guarantees outstanding stopping power matching the overall performance of the car. The typical BMW M compound rotors have been further improved for the new M5 and M6. These rotors thermally separate the central hub, which is constructed of aluminum for reduced unsprung weight, and the vented/cross drilled cast iron rotors. As a result, the rotors are free to expand and contract without warping. The six-piston fixed calipers are radially bolted to the pivot bearing and are painted dark blue metallic complete with the M logo. Together, the brake system has been tested to provide exceptional performance, fade resistance and pedal feel.

The standard BMW M5 wheel and tire combination is a19 in. M specific light alloy wheels fitted with 265/40 R19 tires in the front and 295/40 R 19 tires at the rear. 20-in. forged M light-alloy wheels can be ordered as an option. The standard M6 wheel and tire combination is a 19 inch M specific light alloy wheels fitted with 265/40 R19 ultra-high performance summer tires in the front and 295/35 R 19 tires at the rear. 20-inch forged M light-alloy wheels can again be ordered as an option.

The new BMW M6 Coupe and Convertible will be the first cars in the history of BMW M to be offered with optional M Carbon-Ceramic brakes (available in 2013). These new brakes are without parallel and take the cars stopping power to another new level - especially at the race track. The brake rotors measure 16.1 inches (410 mm) in diameter at the front and 15.6 inches (396 mm) at the rear. Made from a carbon-fiber ceramic compound, the rotors boast even greater resistance to heat combined with significantly reduced rotating masses. The M Carbon-Ceramic brakes are 42.8 lb (19.4 kg) lighter than the standard brakes, yet the innovative material also displays exceptional resistance to wear, and the operating life of the rotors is many times that of conventional equivalents. The optional M Carbon-Ceramic system also sees six-piston fixed radial calipers at the front teamed with single-piston floating calipers at the rear. The M Carbon-Ceramic system can be easily identified through the wheels by the special gold-colored calipers.

Mercedes-Benz has started completely afresh for the third generation of its compact front-wheel drive A-Class. The latest Mercedes-Benz A-Class is based on all-new vehicle architecture and assembly techniques and introduces sportier and more dynamic design with greater emotional appeal. It is powered by an updated family of turbo-charged direct-injection petrol and diesel engines delivering up to 211 hp with CO2 emissions as low as 98 g/km.

The new A-Class is available with Mercedes-Benz first double-clutch seven-speed automatic transmission (7G-DCT), and the range also advances the companys policy of ensuring that as many people as possible enjoy the protection of advanced safety features, with the innovative Collision Prevention Assist headlining a comprehensive list of active and passive protection features fitted as standard.

The new Mercedes-Benz A-Class is the second model in what will eventually become a family of compact front-drive cars from Mercedes-Benz, which began with the latest B-Class. But while the B-Class is focused on family usage, providing the space of a much larger saloon within a compact-car footprint, the A-Class has a more dynamic role to play, as is evident in its dramatic styling.

Mercedes-Benz has also introduced a new 2.0-litre direct-injection turbo-charged petrol engine to its Mercedes-Benz A-Class range generating 211 hp - sufficient to propel the car from zero to 62 mph in 6.6 seconds and on to a 149 mph top speed. This is standard with the exclusive range-topping Engineered by AMG specification, as is the 7G-DCT double-clutch automatic transmission, along with AMG-inspired styling, trim, equipment and chassis tuning.

Two new diesel engines also make their debut in the third-generation A-Class, giving the car potential fuel economy of 74.3 mpg with CO2 emissions down to 98 g/km.

At the other end of the spectrum, the 2.2-litre 220 CDI engine generates 170 hp and 350 Nm of torque. In conjunction with the standard 7G-DCT transmission, it accelerates the A-Class from 0-62 mph in 8.2 seconds. It meets the EU 6 emissions standard not due to come into force until 2015, while posting a combined fuel economy of 64.2 mpg and CO2 emissions of just 115 g/km, demonstrating that with the new Mercedes-Benz A-Class, performance and efficiency are not mutually exclusive.
 

TheDesigners and engineers are rarely given the luxury of a completely blank sheet of paper when starting work on a new car, yet that is precisely the opportunity Mercedes-Benz engineers were given for the new A-Class. Longer, wider and lower than the previous two versions, the latest model is a more emotive and dynamically engaging car thats little changed from the radical Concept A-Class given a wildly enthusiastic reception at the 2011 Shanghai Auto Show.

It is a progressive and highly sculpted five-door two-box model, now based on a monocoque construction rather than the sandwich floor assembly of the previous two generations. This not only dramatically reduces the overall height of the car, but it also lowers the seating position of the occupants by 174 mm, which in turn brings down the centre of gravity by 24 mm to allow much more dynamic and agile driving characteristics. These are even more emphatic in the 15 mm lower AMG Sport and specifically tuned Engineered by AMG versions.

The exterior cleverly mixes sharp edges and tautly drawn convex and concave surfaces which seem to constantly change with the angle of the light, particularly along the sides. The long, bold front leads into a pronounced V-shape, culminating in the radiator grille with the central Mercedes-Benz star between double slats, or a single slat dividing a unique diamond grille in the Engineered by AMG version. The headlamps and the light functions within them are key elements of the design concept.

The design emphasises the class-leading aerodynamics of the new Mercedes-Benz A-Class, with its drag coefficient of Cd 0.27. This is especially apparent in the smooth arc of the roof, which finishes in a flat edge, and a spoiler which conveniently hides the aerials. The tailgate is another interplay of convex and concave surfaces which further demonstrates the interaction between design and aerodynamics: the surface of the tail lights improves airflow around the car through defined break-away edges.

The interior of the A-Class represents a dramatic step forward in the quality of materials used, as well as the consistency of design. The front of the cabin adopts an aviation-inspired theme, with the dashboard shaped like the wing of an aircraft and the round air vents reminiscent of jet engines. Meticulous attention to detail is apparent everywhere, from the cool touch real metal electroplated trim embellishers to the free-standing display screen with a black piano lacquer-look front panel and a flush-fitting silver frame.

The rear provides generous room for three passengers, despite looking as though it has only two individual seats. A 341-litre luggage area can be expanded to 1,157 litres with the rear seats folded. In all models the seat backrests are split 2/3:1/3.

Altogether, there are seven direct-injection turbo-charged engine options in the new A-Class, all characterised by high specific outputs, flexible performance thanks to strong torque across a wide rev range, outstanding efficiency and excellent refinement.

In addition to the new 211 hp 2.0-litre petrol unit (A 250 BlueEFFICIENCY) and the new 109 hp 1.5-litre (A 180 CDI BlueEFFICIENCY) and 170 hp 2.2-litre (A 220 CDI BlueEFFICIENCY) turbodiesels, there are two further petrol units (A 180 BlueEFFICIENCY and A 200 BlueEFFICIENCY) and two more diesels (A 180 CDI BlueEFFICIENCY 7G-DCT and A 200 CDI BlueEFFICIENCY), which were introduced with the latest B-Class. All engines feature ECO start/stop as standard.

The A 180 BlueEFFICIENCY is powered by a 1.6-litre 122 hp engine, while the A 200 BlueEFFICIENCY uses a 156 hp version. The diesel engines are 1.8-litre units; a 109 hp option is fitted in conjunction with the 7G-DCT transmission in the A 180 CDI BlueEFFICIENCY, and a 136 hp variant in the A 200 CDI BlueEFFICIENCY.

A six-speed manual gearbox is standard with the A 180, A 200, the 1.5-litre A 180 CDI and the A 200 CDI, while the A 250, the 1.8-litre A 180 CDI and the A 220 CDI have the 7G-DCT transmission. This is an option with the A 180, A 200 and A 200 CDI. Fuel consumption has been reduced by up to 35 per cent compared with the preceding models, despite considerable power increases.

The petrol engines are all-aluminium M 270 turbo-charged direct-injection 16-valve four-cylinder units. They are extremely versatile engines which are already being phased into larger Mercedes-Benz models to help bring down fuel consumption and emissions. They employ technology first introduced in 2010 with the ultra-modern BlueDIRECT V6 and V8 engines for the S-Class. The combustion process is based on third-generation Mercedes-Benz direct- injection technology with highly precise, multiple piezo-injections.

With the exception of the new 1.5-litre engine, now in its sixth generation and specially adapted by Mercedes-Benz for use in the A-Class, the diesel engines are developments of the saya 651 fourth-generation 2.2-litre four-cylinder unit premiered in 2008. Since then the saya 651 has been setting standards for performance, torque, economy, emissions and smooth running. It is in more widespread use than any other Mercedes-Benz diesel engine.

The instantaneous response of the engines and the slick operation of the six-speed manual and triple-mode (Economy, Sport and Manual) 7G-DCT transmissions in the new A-Class is complemented by the agile chassis, which features a four-link rear axle, electro-mechanical power steering, powerful all-round disc brakes and advanced driver assistance functions such as specially tuned ESP® Electronic Stability Control.

There are three different suspension tunings, with a comfort set-up for standard, SE and Sport models, a sportier 15 mm lower arrangement for AMG Sport variants and the ultimate AMG-tuned system in the A 250 BlueEFFICIENCY Engineered by AMG.

All benefit from the more dynamic new proportions and lower centre of gravity of the latest Mercedes-Benz A-Class. During development, the engineers made intensive use of the driving simulators at the Mercedes-Benz development centre in Sindelfingen to create a digital profile of the driving dynamics of the new A-Class. This enabled them to achieve the right balance of agility, nimbleness, stability and comfort required for each version before a single prototype had been built.

In keeping with every new model introduction from Mercedes-Benz, the latest A-Class extends the protection afforded by advanced safety technology to as many people as possible by offering features that are the preserve of only the most expensive cars from some brands.

In the A-Class, this starts with an extremely robust body shell incorporating extensive areas of high-strength and ultra-high-strength steels for rigidity with lightness, and includes the innovative radar-based accident warning system, Collision Prevention Assist, which is fitted as standard. This gives visual and audible warnings to alert a distracted driver to the possibility of a nose-to-tail collision, and prepares the standard Adaptive Brake Assist feature for the most effective braking response as soon as the driver hits the brake pedal.

The Attention Assist feature to recognise and alert a drowsy driver is also standard, along with Adaptive Brake Assist incorporating Hold and, on manual models, Hill-Start Assist. This primes the brakes for maximum stopping effect in a possible emergency, adds to convenience by holding a stationary car without the driver having to keep a foot on the brake pedal and prevents the car from rolling backwards when setting off on uphill gradients. Seven airbags, including a drivers knee airbag, and an Active Bonnet to provide additional pedestrian protection are also fitted to every Mercedes-Benz A-Class as standard.

Available features include Lane-Keeping Assist and Blind Spot Assist, Speed Limit Assist, Active Park Assist with Parktronic, Distronic Plus autonomous acceleration and braking to maintain a gap to the car ahead, the Mercedes-Benz Intelligent Light system and the anticipatory Pre-Safe® occupant protection feature.

The new A-Class is optionally available with CsayaAND Online in-car internet services, and in 2013 it will be offered with seamless integration of the Apple iPhone® in conjunction with a revolutionary new user interface design. Highlights include advanced navigation software from Garmin, with internet-based real-time traffic information, online destination searches and 3-D map display.

CsayaAND Online provides internet access via a web-enabled mobile phone, plus various Mercedes-Benz services on the move. These include weather information, news, and a special destination search via Google, as well as the option of downloading a route previously configured on a PC using Google Maps.

Exterior
Mercedes-Benz has taken a dramatically different approach to the design of the new A-Class. Where the previous two models were essentially pragmatic - ingeniously packaging the space of a large saloon into a car with the footprint of a city runabout - the new A-Class adds rewarding elements of dynamism and excitement to elevate it above its compact front-wheel-drive five-door hatchback rivals.

Radical, progressive and emotive, it brings the sculpted look and feel of the latest Mercedes-Benz design idiom to the compact car class.

The key dimensions are in themselves enough to show just how much the A-Class has changed. At 4,292 mm long, 1,780 mm wide and 1,433 mm tall, it is 409 mm longer, 16 mm wider and almost 180 mm lower than the model it replaces.

Its radical form language was first seen in the Concept A-Class at the Shanghai Auto Show of 2011. That highly acclaimed design has now been transferred to the production model - a huge challenge in a car of compact dimensions, which had to match its rakish and exciting appearance with a usable and practical five-seater interior.

Design at Mercedes-Benz always begins with an internal competition among all the companys designers. The winning entry for the exterior of the Mercedes-Benz A-Class came from Englishman Mark Fetherston, a graduate of Coventry Universitys School of Transport Design, who has worked at Mercedes-Benz since 1999. Fetherston has excellent design form at Mercedes-Benz - he also designed the exterior of the SLS AMG gullwing supercar.

For the flowing, sculpted shape of the A-Class, he was influenced by the patterns of sand dunes and winter landscapes - and even the sleek lines of the Concorde - and was able to take advantage of the encouragement given to the design team by the Mercedes-Benz Board to be more progressive.

The sides of the new A-Class are characterised by sharply defined edges and tautly drawn convex and concave surfaces, which seem to constantly change as the light catches them. The pronounced front end meets in a prominent V-shape, with the Mercedes-Benz star mounted in a two-louvre grille in either chrome, silver, black or body colour, depending on model.

There are three lower air intakes in the bottom section of the bumper. The A-Class Engineered by AMG has a single-louvre diamond-pattern grille and black edges around the air intakes, with a red highlight line in the central section.

The headlamp units are a key element of the frontal design. The light modules have been arranged to deliver a flare-effect for the daylight running lamps and turn indicators, creating an instantly identifiable visual signature for the new A-Class. Bi-xenon headlamps and LED daytime running lights are fitted to the A-Class Engineered by AMG.

The new A-Class has a class-leading drag co-efficient figure of Cd 0.27. Nowhere is this more apparent than in the dynamic and smooth arc of the roof, which finishes in a spoiler that neatly hides the aerials and lends structure to the whole assembly.

Along the flanks, a rising beltline in either black or chrome enhances the cars pronounced wedge profile, while another line rises from the mid-point of the front wheel arches to create powerful shoulder muscles at the rear, giving the new Mercedes-Benz A-Class a coupé-like stance. Between these two crisp lines are sensuously moulded sculptured panels.

Dynamic sills add an athletic finishing touch, particularly pronounced in the A-Class AMG Sport, which rides 15 mm lower than other models, and the A-Class Engineered by AMG with its AMG sports suspension.

The interplay of convex and concave surfaces and taut edges is repeated at the rear. The tail lights - LED units in the A-Class Engineered by AMG models - continue the line of the muscular shoulders back towards the rear. Their horizontal orientation emphasises the greater width of the new model.

The tail-light clusters are also pointers to the superior aerodynamics of the new A-Class: not only are they a design feature in themselves, but their carefully shaped break-away edges have been designed to improve airflow from the rear of the car.

Interior
The interior of the new A-Class was also inspired by two concept cars. The starting point was the Mercedes-Benz Aesthetics No 2 sculpture revealed at the 2011 Detroit Auto Show. This was then incorporated into the Concept A-Class, which was created at the Mercedes-Benz Advance Styling Studio in the northern Italian city of Como in time for the Shanghai Auto Show in September of the same year.

If the dash area, vents and instruments were inspired by the world of aviation then the seating areas, space, quality and attention to detail have been designed to give the spacious feel of a far larger car.

The objective was to complement the sleek look of the exterior while giving the Mercedes-Benz A-Class a high-quality appearance and feel unique in its segment through the design and the choice of materials, colours and textures.

The sweep of the dash continues the aircraft wing-inspired theme of other recent new models from Mercedes-Benz. It incorporates five circular air vents with electro-plated outer rings on SE versions and above. Airflow through these vents is controlled by cruciform nozzles reminiscent of jet engines. In the A-Class Engineered by AMG these vents feature a red insert matching the cars front lower centre grille. The electro-plating process gives the nozzles a tactile metal finish with a cool-touch effect, and has been extended to all trim elements.

The instrumentation and control screen appear in the upper part of the dash, while a broad lower section contains the switchgear and control buttons. The production process used for the lower section allows a wide diversity of soft-touch surfaces to further emphasise the quality and attention to detail within the cabin.

The instrument cluster is made up of two large round dials, each with a smaller dial set within. The dial faces are either black or silver with a chequered flag design, depending on model. Likewise, the dial needles are red or white, according to the trim level.

To the right of the instrument panel is a free-standing 5.8-inch tablet-style colour display screen with a black piano lacquer-look front panel and a flush-fitting silver frame. This is linked to the Audio 20 entertainment system or the option Audio 20 system with Media interface.

The new A-Class has been configured so that an Apple iPhone® can be fully integrated into the operating and display system via the Drive Kit Plus special app.

For all its rakish looks and compact dimensions, the A-Class is a full five-seater hatchback, but the rear accommodation has cunningly designed to look like two individual seats. All models from SE have sports seats with integrated head restraints, and sports pedals with rubber studs.

A sports three-spoke multi-function steering wheel with leather trim, perforated in the grip areas, is fitted to SE and Sport versions of the new Mercedes-Benz A-Class, while AMG Sport and Engineered by AMG versions have a flat-bottomed sports steering wheel trimmed in nappa leather.

The rear seat backrests are split 2/3:1/3 and the two sections can be folded individually to expand the standard 341-litre luggage are to a maximum of 1,157 litres. The luggage area allows items more than a metre wide to fit between the wheel housings.

Engineering
Nothing illustrates the new, more dynamic character of the latest A-Class more than the way it is constructed. In place of the sandwich-floor assembly of the previous two generations, there is now an advanced steel monocoque layout that brings about significant reductions in the height of the car and the seating positions which, in turn, lowers the centre of gravity. The outcome is sharper, more agile, nimbler handling with uncompromised passenger accommodation.

There are three all-independent suspension options which adjust the balance between sportiness and handling to suit the various model packages. All versions have fuel-saving electro-mechanical power-assisted steering, powerful all-round disc brakes incorporating the Mercedes-Benz Hold function, an electronic parking brake and the latest driver assistance systems.

Chassis
The sandwich-floor body construction of the previous two generations of A-Class, which placed the engine partly in front of and partly beneath a twin-floor passenger cell, has been replaced by a sophisticated steel monocoque in the latest model. This has not only brought about a significant reduction in the cars overall height, which has been reduced by 160 mm, and seating positions, which are 174 mm lower, but it has lowered the centre of gravity by 24 mm - an ideal starting point for a car engineered to deliver more dynamic and agile handling.

This is underscored by the structural design of the body-in-white, which features 67 per cent high-strength or ultra-high-strength steels. This increases the rigidity of the chassis from a dynamic behaviour perspective and ensures the new A-Class more than meets the stringent Mercedes-Benz safety standards, which far exceed anything demanded by legislation anywhere in the world.

There is a new bulkhead and floor, an integral support frame as a deformation element, a length of 435 mm over which to dissipate crash energy and load distribution over several planes. Altogether, three longitudinal planes allow impact energy to be absorbed in a controlled manner.

The support frame is the attachment point for the front axle and steering assembly as well as the torque support for the transversely mounted engine and gearbox. It is made up of several steel plates and a hydroformed tube, and is connected by two aluminium struts to the aluminium radiator mount.

A plastic crash wedge at the rear of each front wheel arch prevents the wheel from sliding beneath the door in an impact, thus ensuring that the doors are still capable of being opened after an impact.

Mercedes-Benz has developed what it calls skate runners to discharge frontal impact forces into the floor, which features four straight longitudinal members. To protect the passenger cell in a side impact there are rigid structures which include a pole support fitted diagonally between the central tunnel and the floor sidewalls. This is intended to prevent the floor being torn open even in a side impact with a tree.

High-strength steels in the upper part of the B-pillar minimise intrusion, but the lower part of the pillar is made from softer steels so that crash energy is dissipated in a controlled manner. The B-pillars also house something referred to by Mercedes-Benz engineers as vampires teeth - small tooth-like recesses which prevent the seat-belt retractor from causing cracks that might affect the bodys structural integrity in a crash.

Suspension
The new A-Class has all-independent suspension with three different levels of tuning to strike the ideal balance between comfort and sportiness according to the model variant. Suspension engineers made extensive use of the driving simulators at the Mercedes-Benz development centre in Sindelfingen, compiling a digital profile of the cars dynamic responses as part of the development process before a single prototype was built.

All three suspension arrangements rely on a redesigned MacPherson strut system at the front and a new four-link rear axle developed for the new Mercedes-Benz family of compact front-wheel-drive cars. This, combined with the lower centre of gravity of the latest Mercedes-Benz A-Class, provides a perfect platform for excellent dynamic behaviour.

The four-link rear axle is configured so that forces are absorbed by three control arms and one trailing arm per wheel. This means that longitudinal and lateral influences on the suspension are absorbed virtually independent of each another. The wheel carriers and spring links are made of aluminium to reduce unsprung weight. The goal was to achieve high lateral agility with high straight-line stability and the minimum of slip on the rear axle.

All three suspension configurations deliver exemplary levels of comfort with precise, agile responses, low degrees of roll and low start-off pitch. The A-Class has been set up introduce mild understeer at higher degrees of lateral acceleration so that the driver can control changes in direction with low steering input but high steering precision.

Standard comfort suspension is fitted to A 180, SE and Sport models. AMG Sport versions have the Dynamic Handling Package (optional on Sport), which lowers the ride height by 15 mm and introduces firmer springs and dampers plus AMG multi-spoke 18-inch alloy wheels. Direct-Steer is also part of the Dynamic Handling Package, adding an extra element of agility and precision. Engineered by AMG models feature modified AMG sports suspension.

The latest ESP® Electronic Stability Programme includes Torque Vectoring Brake, which helps to control any tendency towards oversteer in fast cornering by applying slight brake pressure to the outer rear wheel. It has been designed to intervene gently so that skilled and experienced drivers can extract maximum enjoyment out of the car without ever reaching a potentially critical situation.

Steering
The new A-Class features redesigned electro-mechanical steering, engineered to give drivers maximum enjoyment by delivering fast, accurate responses while saving fuel by drawing power assistance from the engine only when the car is turning. A turning circle of just 11 metres adds to the practicality, especially in urban driving conditions, of the A-Class.

The electric motor, which provides servo assistance, is mounted directly on the steering gear. The steering permits various assistance functions in conjunction with the ESP® control unit. For example, it can compensate for the effect of crosswinds and cambered roads, counter the torque-steer effect found in some front-wheel-drive cars, keep the car straight when braking on surfaces where the levels of grip differ from left to right, and counter-steer should the car nudge towards oversteer.

It also makes the optional Active Park Assist with Parktronic. Active Park Assist with Parktronic measures potential parking spaces through two ultrasonic sensors on the front bumper. If the space is large enough for the car, the system operates the electro-mechanical power steering while the driver works the accelerator and brake.

AMG Sport and Engineered by AMG versions of the A-Class come as standard with Mercedes-Benz Direct-Steer system, which provides variable hydraulic assistance that reduces as speed increases and adds a variable ratio that changes according to the steering angle.

The ratio is indirect when steering straight ahead, thus ensuring exceptional stability, but increases rapidly once a five-degree steering angle has been applied, becoming extremely direct from a steering angle of 100 degrees. As a result, the driver need make only relatively small steering movements when manoeuvring in confined areas or through a series of tight corners. The variable ratio is achieved through a steering rack with different teeth profiles.

Brakes
The Mercedes-Benz A-Class comes as standard with powerful all-round disc brakes. The rear calipers and brake boosters are made from aluminium to reduce unsprung weight. The Mercedes-Benz Hold function is also standard - a slightly firmer push of the brake pedal once the car comes to rest ensures it is held without the driver having to maintain pressure on the pedal. It disengages as soon as the driver touches the accelerator.

Manual versions also have Hill-Start, which momentarily maintains brake pressure while the drivers foot moves from the brake pedal to the accelerator. This ensures the car does not roll backwards when setting off on uphill gradients.

The Hill Start Assist function is incorporated into the standard-fit Adaptive Brake Assist feature, which works in conjunction with the Anti-lock Brakes (ABS) to reduce stopping distances in an emergency. Adaptive Brake Assist is linked to the ASR acceleration skid control and the active yaw control units.

Adaptive Brake Assist comes into operation as soon as the driver abruptly lifts off the accelerator pedal - the first reaction in a potential emergency. It recognises the urgency of the situation and primes the brake pads so that they come into light contact with the brake discs. If emergency braking proves to be necessary, pressure can therefore be achieved instantly. During wet weather the system dries the brake discs by maintaining gentle but imperceptible pressure between brake pads and discs.

An electronic parking brake is standard on all models, helping to free more storage space between the front seats. In models fitted with the 7G-DCT transmission it releases automatically as the car moves away so long as the drivers seat belt is fastened. If activated at speeds of more than 2 mph it also serves as an emergency brake through the ESP® system.

Engines and Transmissions
A dynamic new petrol engine, an ultra-economical new turbodiesel and a performance turbodiesel make their debuts in the new A-Class. The new petrol engine is a 2.0-litre development of the 1.6-litre unit first seen in the new B-Class, and perfectly complements the dynamic design and agile handling of the new A-Class. It develops 211 hp and 350 Nm of torque, accelerating the A-Class to 62 mph in 6.6 seconds and on to a top speed of 149 mph.

It powers the A 250 BlueEFFICIENCY AMG Sport and the A 250 BlueEFFICIENCY Engineered by AMG, driving through the Mercedes-Benz 7G-DCT seven-speed double-clutch automatic transmission, which is fitted as standard to both models.

The first new diesel engine is a 1.5-litre unit that develops 109 hp and 260 Nm of torque, but of greater significance is that it allows the new A-Class to attain a combined fuel consumption figure of 74.3 mpg with CO2 emissions as low as 98 g/km. It is available in SE, Sport and AMG Sport versions.

This frugal and clean diesel powerplant is joined by the range-topping new 2,143 cc turbodiesel engine that powers the A 220 CDI BlueEFFICIENCY AMG Sport. This dynamic unit develops 170 hp at 3,400-4,000 rpm and a muscular 350 Nm of torque available from 1,400-3,400 rpm, good for an 8.2 second sprint to 62 mph and a 137 mph top speed.

Only available with the 7G-DCT dual clutch transmission, this lightweight engine returns 64.2 mpg on the combined cycle and posts a CO2 emissions figure of just 115 g/km. These excellent figures illustrate just how advanced this new engine is - compared with the previous generation A 200 CDI, the new A 220 CDI BlueEFFICIENCY is 30 hp and 50 Nm more powerful, yet is 11.9 mpg more economical and 34 g/km cleaner on CO2 emissions.

These three new advanced engines join four further powerplants that made their debut in the new B-Class.

The familiar 1.6-litre 122 hp petrol engine is available in standard, SE and Sport versions of the A 180 BlueEFFICIENCY and a 156 hp version of the same engine is offered in the A 200 BlueEFFICIENCY Sport and AMG Sport. All except the standard A 180 BlueEFFICIENCY are available with the sophisticated 7G-DCT transmission as an alternative to the standard six-speed manual.

The highly economical 1.8-litre diesel unit develops 109 hp and 250 Nm of torque in the A 180 CDI BlueEFFICIENCY SE, Sport and AMG Sport models - available with the 7G-DCT transmission. A 136 hp version of the same engine also powers the A 200 CDI BlueEFFICIENCY Sport and AMG Sport. This most powerful diesel engine derivative is available with manual or 7G-DCT transmission.

The petrol engines
The all-aluminium M 270 turbo-charged direct-injection engine makes its debut in the new A-Class. This 1,991 cc unit develops 211 hp at 5,500 rpm and 350 Nm of torque from 1,200-4,000 rpm, and is the perfect match for the engaging design and dynamic handling of the new Mercedes-Benz A-Class.

All three M 270 engines are 16-valve four-cylinder units with twin overhead camshafts. They are extremely versatile engines, which are already being phased into larger Mercedes-Benz models to successfully lower fuel consumption, emissions and production costs. Their versatility is exceptional - they can be installed both transversely (M 270) or longitudinally (M 274), combined with front, rear or 4MATIC all-wheel drive, and paired with manual, automatic torque converter or 7G-DCT dual clutch transmissions.

They employ technology first introduced in 2010 with the ultra-modern BlueDIRECT V6 and V8 engines for the Mercedes-Benz S-Class. The combustion process is based on third-generation Mercedes-Benz direct-injection with highly precise, multiple piezo-injection technology. Mercedes-Benz is a pioneer in this field - in 2006 Mercedes-Benz was the first car manufacturer to introduce direct-injection with spray-guided combustion into series production.

Newly developed piezo-injectors allow up to five injections per power stroke. In the warm-up phase this enables particulate emissions to be reduced by more than 90 per cent. The overall result is that all emission figures, including particulates, already surpass Euro 6 emissions standards not due to be enforced until 2015.

Piezo-injectors have numerous advantages in petrol engines compared with conventional multi-hole solenoid valves. The fuel vaporises up to four times as fast, the jet of fuel penetrates less deeply into the combustion chamber, and the injectors are able to deliver minute quantities of fuel with exceptional precision. This prevents fuel from being deposited on the combustion chamber walls, resulting in significantly reduced particulate emissions.

An electrical charge is applied to the piezo-ceramic injectors, which changes their structure in microseconds, and with a precision of just a few thousandths of a millimetre. The central component of a piezo-electric injector is the piezo-stack, which directly controls the metering needle. With a response time of just 0.1 milliseconds, the injection of fuel can be sensitively and precisely adjusted to the current load and engine speed, reducing emissions, fuel consumption and combustion noise.

The third-generation direct-injection system also features rapid multi-spark ignition (MSI). Following the first spark and a brief combustion period, the coil is recharged rapidly and there is a further spark. The MSI system enables up to four sparks within one millisecond. MSI can vary both the timing of the sparks and the combustion period to suit the current operating point. This provides scope for the best possible combustion, which further reduces fuel consumption. Fuel savings of up to 4 per cent alone are possible by the use of piezo-electric injection technology combined with MSI.

Mercedes-Benz has developed an innovation known as CAMTRONIC for its 1.6-litre engine. CAMTRONIC is a load management system which controls intake cut-off and intake valve lift adjustment, and is a first in a turbo-charged direct-injection petrol engine. It reduces throttling losses under partial load, lowering fuel consumption by three to four per cent. In day-to-day driving, which typically has a high proportion of partial load operation, the potential saving is even greater, with fuel savings of up to 10 per cent. It was developed completely in-house by the Mercedes-Benz Technology Centre in Stuttgart and the Daimler engine plant in Berlin.

The high specific outputs of the small-capacity M 270 engines are the result of turbo-charging, which forces intake air into the combustion chambers at a pressure of up to 1.9 bar, with the turbine vanes rotating at up to 230,000 rpm.

The turbo-charger has been designed to deliver high torque even at low engine speeds. It is integrated into a newly developed manifold turbo-charger module, positioned in front of the engine for the best possible cooling. Separate exhaust ducting from the cylinders to the turbo-charger and a high exhaust temperature of up to 1,050 degrees Celsius make maximum use of the exhaust gas energy, producing a high output and outstanding responsiveness.

By using a combination of direct-injection and variable adjustment of the intake and exhaust camshafts, the engines are also able to exploit the advantages of so-called scavenging. This involves a partial overlap of the opening times of the intake and exhaust valves, causing some of the cold intake air to flush the hot exhaust gas from the cylinder into the exhaust manifold, which considerably improves charging.

At low engine speeds the turbo-charger also responds much more rapidly, significantly reducing turbo-lag when moving off. The direct-injection system ensures that the fresh gas is not yet mixed with fuel when it enters the cylinder, as would be the case in engines with manifold injection. No unburned fuel is therefore flushed into the exhaust manifold.

As a result, the 1.6-litre engine in the A-Class delivers its 200 Nm maximum torque at 1,250 rpm, maintaining that twist action through to 4,000 rpm. The 2.0-litre version posts even better results - its maximum torque of 350 Nm is available from 1,250 rpm through to 4,000 rpm, which means that it leads the field for four-cylinder engines.

A new thermal management system has also been developed for these powerplants. In cold state, a switchable water pump with flow-optimised ball valve ensures that no coolant flows through the engine, allowing the combustion chambers to heat up quickly. The thermostat is electronically controlled and the coolant temperatures are adjusted according to driving style and ambient conditions.

The variable vane oil pump operates with two pressure stages. At low engine speeds and loads the pump runs at a pressure of 2.0 bar and the oil-spray nozzles for piston cooling are switched off. The high-pressure stage is activated at higher loads and engine speeds. As a result, the lubrication and cooling of the engine requires significantly lower drive energy than with an uncontrolled pump.

The coolant ducting in the cylinder head is also new. The water mantle is a two-piece construction to improve flow. This leads to specific increases in flow speeds and heat dissipation at certain points, accompanied by a reduction in pressure losses throughout the coolant circuit. This has made it possible to reduce the power output of the water pump despite an increase in engine output.

As it warms up, the flow of coolant is regulated by a triple-phase thermal management system so that it rapidly reaches normal operating temperature. Initially the coolant remains at rest in the engine. It then circulates in the engine circuit, but bypasses the radiator. When a temperature of 105° Celsius has been reached the radiator is included in the circuit.

To ensure absolute smoothness at all times, there are two Lanchester balancer shafts in the bottom of the 2.0-litre engine block to counter the secondary inertia forces inherent in four-cylinder in-line engines. Mercedes-Benz is the first car manufacturer to use anti-friction bearings to balance these masses.

This is achieved via cylinder roller bearings, with axial forces from the gearing taken up by a ball bearing. This arrangement not only improves smoothness, but also helps to lower fuel consumption by reducing friction. Because of its more favourable connecting rod configuration, the 1.6-litre engine does not need Lanchester shafts.

Friction is also minimised by a reduction in flow through the oil and water pumps, low-friction pistons, piston rings and cylinder walls, plus the new thermal management system and chain drive.

The engine and transmission are mounted at four points - by an engine mounting, a transmission mounting and two pendulum supports. These are specially configured for the needs of the high-torque engines to minimise noise. The hydraulic damping integrated into the transmission mounting also contributes significantly to driving comfort.

The turbodiesel engines
Two new turbodiesel engines make their debut in the new A-Class. Features include sixth generation common-rail injection with a rail pressure of 1,600 bar, low-pressure Exhaust Gas Recirculation and variable geometry turbo-charging.

The 1.5 litre engine in manual versions of the A 180 CDI BlueEFFICIENCY generates 109 hp and a healthy 260 Nm available from 1,750 rpm to 2,500 rpm, and achieves CO2 figures which start at just 98 g/km, making the new A-Class among the most environmentally friendly compact diesels in its sector.

This frugal and clean diesel powerplant is joined by the range-topping new 2,143 cc turbodiesel engine that powers the A 220 CDI BlueEFFICIENCY. This dynamic unit develops 170 hp at 3,400-4,000 rpm and a muscular 350 Nm of torque available from 1,400-3,400 rpm, good for an 8.2 second sprint to 62 mph and a 137 mph top speed.

Only available with the 7G-DCT dual clutch transmission, this engine features a weight-optimised crankshaft with individual bearing covers bolted from below and four counterweights, enabling it to tip the scales at around six kilograms less than a longitudinally installed saya 651 engine of the same displacement. The single-stage turbo-charger has larger dimensions than that in the other less-powerful variants.

It returns a 64.2 mpg on the combined cycle and posts a CO2 emissions figure of just 115 g/km. These excellent figures illustrate just how advanced this new engine is - compared with the previous generation A 200 CDI, the new A 220 CDI BlueEFFICIENCY is 30 hp and 50 Nm more powerful, yet is 11.9 mpg more economical and 34 g/km cleaner.

These two new engines join the 1.8-litre turbodiesel powerplant developed by Mercedes-Benz for the new B-Class and now available in the A-Class. The A 180 CDI BlueEFFICIENCY in tandem with the 7G-DCT double-clutch automatic transmission employs a 109 hp version of the 1.8-litre diesel engine, while the A 200 CDI BlueEFFICIENCY uses a 136 hp version of the engine alongside a six-speed manual gearbox or the 7G-DCT.

The new 1.5-litre engine, which has been given the in-house designation saya 607, is notable for its low weight. Components specific to Mercedes-Benz include the engine mountings of the M 270 petrol engine as well as a bespoke two-mass flywheel. The starter, the alternator and the refrigerant compressor also come from the Mercedes-Benz modular system, and are driven by a belt with six grooves. Like all Mercedes-Benz engines, the saya 607 was required to pass an extensive test programme involving bench and endurance runs.

Mercedes-Benz engineers put the engine through a rigorous schedule to improve NVH (noise, vibration and harshness) and driveability. Coordination work also went into the ECO start/stop function which is standard on all versions of the A-Class. This feature, specific to Mercedes-Benz, operates at temperatures down to minus 10 degrees Celsius so that it can make a greater contribution to fuel economy.

All three diesel engines in the Mercedes-Benz A-Class are extremely efficient thanks to state-of-the-art injection technology and turbo-charging. The 1.8-litre units are developments of the saya 651 fourth-generation 2.2-litre four-cylinder unit premiered in 2008. Downsizing for the A-Class has been achieved by shortening the piston stroke from 99 to 83 mm. They have an aluminium cylinder head and a cast-iron block.

Compared with the 2.2-litre version used in the rear-wheel-drive C-Class and E-Class models, they feature a modified belt drive and air ducting and a new turbo-charger mounting to suit transverse installation. Cylinder spacing of 94 mm and spur-gear camshaft drive make them particularly compact.

Third-generation common-rail technology, with the rail pressure increased to 1,800 bar and a maximum ignition pressure of 200 bar, allows both versions of the engine to attain their high specific outputs. This is aided by a two-piece water jacket in the cylinder head to provide optimum cooling.

A number of engineering measures further enhance fuel efficiency. The oil injector nozzles and the water pump become active only when necessary, reducing energy drain on the engine, while the oil pump reduces oil flow in a controlled manner. The two Lanchester balancer shafts which give the engines their exemplary smoothness under all loads run in low-friction roller bearings rather than conventional plain bearings. The long connecting rods also help reduce friction and therefore improve fuel economy.

Refinement is further improved by a dual-mass flywheel specifically designed to isolate crankshaft vibrations in engines developing high torque at low revolutions.

Since its world premiere in 2008 the saya 651 has been setting standards in terms of performance, torque, economy, emissions and smooth running. It is in more widespread use than any other Mercedes-Benz diesel engine and serves as a model of efficiency and power from the new A-Class right up to the S-Class.

Thanks to BlueDIRECT technology and highly precise piezo-injection, the engines easily surpass the anticipated Euro 6 emission standards coming into force from 2015. For diesel engines the regulations are particularly stringent in relation to particulate limits, but Mercedes-Benz has been able to better these requirements without recourse to additional exhaust after-treatment.