Maybach 62--D&M Motorsports Video Test Drive Review 2012 Chris Moran
Maybach 62 Video Test Drive and Review with Chris Moran. Presented by D&M Motorsports.
For the exceedingly well-heeled who have decided that only the biggest and best will do, there's the V12-powered Maybach 62 ultraluxury sedan. Resurrecting the nameplate from a line of indulgent, custom-built and mostly chauffeur-driven cars from the 1920s to the '40s, it's one of the most exclusive automobiles in the world.
Actually, there are two different Maybach sedans: the 62 and its smaller 57 stablemate. The difference is their length in meters (6.2 and 5.7), with the 62 -- as the longest production sedan currently available -- using its extra length for the benefit of rear-seat passengers. But its size alone is only part of the story, as virtually every conceivable premium luxury is part of the opulent Maybach experience. From world-class leather and wood trim to its multiple lighting schemes and feathered-pillow head restraints, the sumptuous Maybach 62 caters to nearly every reasonable (and even unreasonable) demand.
For those wishing to add even more speed to their surroundings, the 62 S model is also available with an absurdly powerful V12. Regardless, the real action is out back where highly adjustable twin seats split by a center console offer lucky passengers not only DVD and CD entertainment but also a refrigerated compartment in which to store the bubbly.
With a base price of nearly $400,000 when new, each Maybach 62 is built to order according to its buyer's individual whims from a Maybach "studio" located within select Mercedes dealerships. Though it has few rivals, its obvious primary competition is the Rolls-Royce Phantom. Although each sedan will provide a suitable ultraluxury experience, personal taste will be the deciding factor. If we had to choose, we'd likely go with the Roller due to its unrivalled heritage and more conspicuous styling.
Current Maybach 62
The Maybach 62 ultraluxury sedan is offered in two styles: the regular 62 and the higher-performance 62 S. While similar to the Maybach 57, its greater length and interior volume make it more suitable as a chauffeur-driven vehicle. Just about everything is "standard," but there are plenty of opportunities to customize the vehicle with optional features like three-across rear seating, a glass partition and intercom, as well as specific paint colors and interior trim. The S version offers its own unique visual cues like carbon-fiber cabin accents, a restyled grille and dual Exhaust tips.
Both Maybach 62 models are powered by variants of the twin-turbocharged V12 Mercedes-Benz uses in its most exclusive vehicles. The regular 62 makes do with a merely prodigious 543 horsepower and 664 pound-feet of torque from its 5.5-liter engine, but the 62 S features an otherworldly 604 hp and 738 lb-ft of torque from a 6.0-liter engine.
One of the more notable features inside the 62 is the optional Business Package, which converts this ultraluxury sedan into a rolling executive suite. It includes a dual-port wireless Internet router, Bluetooth capability and a multipurpose rear storage area. A Bluetooth Canon printer integrated into the center console is also offered separately.
As the Maybach 62 is intended to have a chauffeur up front, the primary focus is on ride quality -- and the 62, of course, doesn't disappoint. The driving experience itself is much like that of the shorter 57's, with the V12 generating an abundance of thrust and brakes that are capable of effortlessly bringing motion to a halt. Although it wouldn't be our first choice for negotiating tight, congested cityscapes every day, it is shorter than the typical stretched American limousine for those with such a need. Plus, it's a tad nicer than a Town Car.
Past Maybach 62 Models
The Maybach 62 made a fashionable splash as a debutante back in 2004. It satisfied in most every way, as one might expect of a car costing more than twice as much as the next most expensive Benz-built luxury sedan. The Maybach hasn't changed much through the years, except for 2006 when all models came standard with the Parking Assist System and a new Business Package was offered that turned the 62 into an office on wheels. In 2007, a high-performance 62 S model joined the lineup with its more powerful engine, sport-tuned suspension and unique appointments inside and out.
2014 Maybach 57 S ᴴᴰ
A 2014 Maybach 57 S at the 2013 North American International Auto Show in
2011 Maybach 62 S Start Up, Exhaust, and In Depth Tour
In this video I give a full in depth tour of the 2011 Maybach 62 S, the
half a million dollar hyperluxury limousine. Extended wheelbase version of
the 57 sedan, boasts more power from it's 6.0L V12, updated styling and,
unsurpassed luxury. I take viewers on a close look through the interior
and exterior of this car while showing details, over viewing of features,
and noting unique styling cues to the vehicle itself. I also show the
engine and the details of it, start it up and see how it sounds under
acceleration. A thorough tour/review of this car designed to give others a
greater overall appreciation of the vehicle.
Mercedes-Maybach S600 - How to Use your Car
Mercedes-Maybach S600 - How to Use your Car
Sub to AutoVideoBroadcast here! http://bit.ly/1ikP6w1
Like us on FB http://www.facebook.com/autovideobroadcast
Send us video ideas on
2011 Rolls Royce Ghost Start Up, Exhaust, and In Depth Tour
Although not entirely "all new" for 2011, the Rolls Royce ghost was
introduced in 2010 as an all new model in the Rolls Royce lineup, the
smaller sibling if you will to the phantom. It boasts it's own unique
variation of styling, but doesn't fall short of borrowing some styling cues
from the phantom. The Ghost also shares the BMW 7 series platform and
contains a lot of the similar telemetrics interfaces as the 7 series making
it quite easy to get the hang of if you're familiar with the systems. I
take viewers on a close look through the interior and exterior of this car
while showing details, over viewing of features, and noting unique styling
cues to the vehicle itself. I also show the engine and the details of it,
start it up and see how it sounds under acceleration. A thorough
tour/review of this car designed to give others a greater overall
appreciation of the vehicle.
2010 Campagna T-Rex 14RR--D&M Motorsports Video Test Drive Review 2012 Chris Moran
A two-seat thrill ride...the Campagna T-Rex 14RR. Presented by Chris Moran
from AutoMedia. Available at D&M Motorsports.
"What is that thing?!" is the most common question you'll get when tearing
around town in a T-Rex 1400R. And after spending a solid week in and out of
this $52,000 3-wheeled crossbreed, I've come to the conclusion that it is
one part car, one part bike, and the answer to your innermost desire for
something wildly unconventional.
You might recall the early days of the T-Rex's existence—perhaps during
its few rap-music video appearances in the 1990s—but since Canadian
company Campagna Motors acquired the rights to manufacture it as of
September 2008, the T-Rex 1400R looks to hit the street scene again with
new improvements and intentions.
The 1400 in the T-Rex name, as one would correctly assume, follows the
usual motorcycle nomenclature and is indicative of the engine's
displacement in cubic centimeters. The 1.4-liter inline-4 is borrowed from
a Kawasaki ZX-14 Supersport bike, as is much of the hardware including its
sequential gearbox, gauges and ancillary controls. Don't let the diminutive
size of this naturally aspirated engine fool you, it cranks out an
impressive 197 bhp and 114 lb.-ft. of torque as it screams towards an
exospheric redline at 11,500 rpm. The engine's peak torque occurs at 7500
rpm, which delivers a mid-range power punch much like a 2-stroke, but with
far greater driveability. The engine is mounted mid-ship between the main
body and rear swing arm, favoring weight balance to the front by 6 percent.
The purpose built tube-chassis is covered with a fiberglass body that
incorporates a roof with an integrated ram-air intake scoop, side ducting
to a central radiator and, of course, the T-Rex's somewhat prehistoric-era
Ingress/egress is not for the impatient or non-athletic, meaning if you
have issues getting into a Lotus Elise, you probably won't be too fond of
this thing either. It's best to remove the steering wheel first (as in an
open-wheel car) which releases from its hub via an NRG twist-lock
connector. The seats and pedal cluster have slide bars with lock pins that
make them manually adjustable, but will require you to hop in and out a few
times to get them exactly right.
Once you're situated and strapped in with the traditional 3-point belt, the
engine is brought to life as it would be in a motorcycle—turn the key,
flip the ignition switch and push the starter. Start up is surprisingly
mellow and neighborhood friendly, as the dual-can Exhausts actually do what they're supposed to.
The driving controls are primarily car, meaning there's three pedals, a
gear shift, a steering wheel linked to a non-assisted rack and pinion and
no need for prior motorcycle experience (or a license for that matter) to
operate it. Lane-change signals and horn control is retained on the
motorcycle stalks while reverse is the only real oddity, handled with a
lever beside your left thigh that mechanically switches the direction the
On the road, you sit eye-to-bumper with most cars, which is good for
stability, but presents a challenge for visibility (a whiptail might make
for a nice add-on). At 1130 lb. (fully fueled), the T-Rex has a
power-to-weight ratio that provides a rate of acceleration that virtually
stops time. This is your single greatest defense against becoming a sitting
duck in a sea of treacherous traffic that will either be oblivious to your
existence or gravitate uncomfortably close for a better look. The tiny
motorcycle side mirrors provide some form of rear view while the
roof-mounted mirror provides an excellent view of the ram-air intake tubes.
This makes lane changes a precarious affair, and those last-minutes checks
for Johnny Law on the open highway are somewhat difficult. When not
subjected to the crowded highways, the T-Rex is about as close as you can
come to the therapeutic, open-air experience of a motorcycle—less any
talent required for balancing on two wheels.
Rolls-Royce Phantom--Video Test Drive with Chris Moran
My favorite video so far...a stunning 2009 Rolls-Royce Phantom. Enjoy.
Presented by Chris Moran
For decades prior to the current-generation Phantom, Rolls-Royces were
often perceived as being nothing more than beautiful old-school luxury
barges with all the technological innovation and dynamic excitement of the
Queen Mary. So to say there was some skepticism surrounding the
introduction of the Rolls-Royce Phantom would be like saying reality TV
occasionally resorts to fabrication when ratings are at stake.
When parent company BMW first announced in the late 1990s that it would be
delivering a completely new Rolls-Royce to paying customers on January 1,
2003, most analysts wrote it off as the kind of posturing that typically
accompanies a corporate takeover. After all, BMW didn't even own the
Rolls-Royce brand yet. It would be four-and-a-half years before the German
automaker acquired the rights to sell the storied brand, but the target was
indeed met, and the first all-new Rolls-Royce in nearly 40 years left the
all-new Rolls-Royce plant at Goodwood in West Sussex, England.
Unlike so many of its predecessors, this beautifully crafted and elegant
ultraluxury sedan lives up to the lofty expectations of a vehicle adorned
with the hood-mounted Spirit of Ecstasy. While a case could be made for one
of its few rivals, no other automobile boasts the unique style, grandiose
dimensions and sterling reputation of the Rolls-Royce Phantom.
Current Rolls-Royce Phantom
Despite the ties to BMW, the Phantom is indeed a true Rolls-Royce. At more
than 19 feet long, a regular-wheelbase Phantom surpasses a 7 Series by more
than 2 feet in total length, and it can completely swallow a Mini between
its front and rear axles. Producing a vehicle of such size that doesn't
also flex and bend over every road imperfection calls for a unique
structure. In the Phantom's case, that structure is an aluminum space frame
that is both lighter and stiffer than conventional steel.
While the ultraluxury competition may offer more high-tech gizmos and a
greater sense of the contemporary, the Rolls-Royce Phantom features an
undeniable old-world charm and much-larger-than-life presence. From its
majestic hood ornament to its nearly 20-foot expanse, the Phantom commands
attention like few other automobiles. And if that isn't sufficient, an
extended-wheelbase (EWB) model is available with about 10 additional inches
of overall length and rear-seat legroom.
The Phantom is powered by a 6.7-liter V12 with 453 horsepower and 531
pound-feet of torque. Power is sent to the rear wheels through a six-speed
automatic transmission. In spite of a curb weight approaching 3 tons, going
from zero to 60 mph takes just 5.7 seconds. Behind the 20-inch wheels are
superbly powerful brakes, an air suspension and automatically adjustable
The inside of the Rolls-Royce Phantom is even nicer than might be imagined,
with more leather hides and matching pieces of wood than you'll find on a
herd of cattle lost in Sequoia National Forest. Numerous customization
options provide ample opportunity to tailor this luxurious environment to
one's exact, bespoke specifications.
For those who actually drive their Phantoms, the instrument panel is
arranged cleanly, with classic gauges and simple audio and climate
controls. More complex functions are managed by an iDrive-like interface
with a mouse-style controller hiding inside the center console. The rear
seat provides lots of stretching-out room, of course, and the prominent
C-pillars conceal the Phantom's VIPs while the rear-hinged coach doors
provide them with proper ingress and egress.