DaimlerChrysler has released details of its Mercedes-Benz SLR McLaren, a Gran Turismo vehicle which will be powered by a 626 hp V8 supercharged engine capable of shifting the car from 0-100 km/h in 3.8 seconds.

It will also be the world's first series-produced car to have a carbon fibre front crash structure, and its high-performance brake discs are made from fibre-reinforced ceramic.

The car is due to make its debut in autumn 2003.

The 5.5-litre Mercedes-AMG V8 powerplant delivers its maximum torque of 780 Nm from 3250 rpm - a figure which remains constant across a broad engine speed range of up to 5000 rpm. From a standing start it takes just 28.8 seconds to reach 186 mph.

The 5-speed automatic transmission, fitted as standard, allows the driver to choose between three programmes, letting him or her determine the shift speed individually. When 'Manual' is selected, the five gears can either be shifted using buttons on the steering wheel or using the selector lever's Touchshift function. In manual mode the driver can select between three shift stages - 'Sport', 'SuperSport' and 'Race' - significantly shortening the shift times still further for an even sportier drive.

Along with the front and rear structure and the passenger cell, the swing-wing doors and the bonnet, it is made entirely from carbon fibre composite. This lightweight yet extremely rigid material originated in the aeronautical and space industries and has also proven its benefits in today's Formula 1 race cars. The weight advantage of the high-tech material over steel is around 50 per cent.

Carbon fibres, on impact, are characterised by four to five times higher energy absorption than steel or aluminium. Mercedes-Benz exploits these qualities by inserting two 620 mm longitudinal members made from carbon fibre in the front structure of the new SLR. These absorb the entire energy of the crash in a head-on collision without exceeding tolerable deceleration values for the occupants. In an impact the fibres of these elements shred from front to rear with precisely calculated deformation behaviour, ensuring constant deceleration.

This makes the SLR the world's first series-produced car to have a front crash structure made entirely from carbon fibre. The carbon fibre longitudinal members each weigh just 3.4 kg.

Mercedes-Benz has used carbon fibre-reinforced ceramic to achieve outstanding braking performance, temperature-resistance and longevity. Thanks to the highly robust material, the SLR's large brake discs allow maximum deceleration of up to 1.3  g- a top value in a series-produced car.

Further features of the new SLR include Sensotronic Brake Control (the electrohydraulic braking system), the Electronic Stability Program (ESP), automatic tyre pressure monitoring, and 18-inch wheels and aluminium suspension.

The British company McLaren Composites also manufactures over 50 carbon fibre and fibreglass components for the high-performance sports car. Here too familiar processes from the aeronautical industry were adapted and developed.

The entire floor assembly, for example, including all support members and securing elements, are made in one piece. The cavities of the carbon fibre composite roof frame structure (also manufactured as a single piece) are automatically filled with foam before the resin injection, creating a particularly crashproof sandwich structure. High-strength bonding and riveting techniques ensure a reliable connection between the individual carbon components of the chassis and the body-shell. The aluminium engine mounts are bolted to the carbon fibre composite bulkhead and also bonded in place. The carbon structure includes integral metal link points for the aluminium and steel rear axle.

Protection in the event of a side impact is optimised by integral sidebags in the doors. These cushion both the head and the upper torso and are sometimes, therefore, referred to as 'head/thorax bags'. In a side-on collision, this specially developed side airbag rips open a seam above the armrest and inflates in milliseconds to form an asymmetrical airbag, the upper edge of which, when inflated, extends higher than that of the familiar sidebag. This design means that the air cushion reduces the risk of the head hitting the side windows or any object which may penetrate the interior. It also holds back glass shards and other objects which could enter the interior in a collision.

The automatic child seat recognition system, developed by Mercedes-Benz, is also part of the SLR's standard equipment. It deactivates the front passenger airbag if a special child seat from the Mercedes-Benz accessories range is installed on the front passenger seat. These child seats have a transponder system which receives and responds to signals from two antennae in the seat upholstery. As a result of the exchange of data, the airbag electronics recognise that a child seat is fitted and deactivate the airbag on the front passenger side since its deployment is not desirable in these circumstances. The belt tensioner and sidebag remain activated, offering the young passenger additional protection in the event of an accident.

If there is one distinctive feature that the new Gran Turismo has adopted from the Uhlenhaut Coupé, the 1955 coupé version of the legendary SLR race car, it is the doors. In their modern interpretation, however, they are attached to the front roof pillars rather than to the roof itself and swing forwards and upwards at a 107-degree angle. This new concept ensures greater safety.

The leather and velour-trimmed boot holds a total of 272 litres. Flaps below it provide easy access to stowage compartments for the washer and brake fluid reservoirs, the two batteries and tools.

An optional electronic system monitors the air pressure in the tyres of the Mercedes-Benz SLR McLaren. Its sensors are situated in the tyre valves and measure both air pressure and air temperature inside the tyre. Since it is not possible to install cable connections to the wheels, the information is transmitted by radio. Each sensor sends its data readings around once per minute to special antennae in the wheel arches which pass the information on to a control unit. This unit uses individual identifiers to distinguish between the signals from the four wheels and is able to inform the driver of the air pressure in each tyre via the central display in the cockpit.