Daimler - 125 Years of Innovation - 2010.12

125 years of innovation
Contents Short version 125 years of innovation "The love of inventing never dies" from the Benz Patent-Motorwagen to the reinvention of the motor car Long version 125 years of performance-enhancing comfort "Only a relaxed driver is a safe driver too" 125 years of technological leadership Innovative powertrain engineering for efficient, environmentally compatible driving enjoyment 125 years of exemplary safety On the road to accident-free driving Mercedes safety development milestones 125 years of pioneering design Distinctive design idiom helps define the Mercedes-Benz brand identity 125 years of innovation in pictures 18 Page
Press Information
December 2010
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Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand
125 years of innovation
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"The love of inventing never dies" from the Benz Patent-Motorwagen to the reinvention of the motor car
It was on 29 January 1886 that Carl Benz filed an application in Berlin for a patent on his three-wheeled motor car. Ever since, that day has been considered the official birthday of the motor car, which, in 2011, celebrates its 125th anniversary. At the same time as Benz, Gottlieb Daimler was developing the first four-wheeled motor car. In this way, working independently of each other, the founding fathers of today's Daimler AG and its globally successful Mercedes-Benz core brand laid the foundation stone for all present-day passenger cars, commercial vehicles and buses. The company that invented the motor car has since that time gone on to shape its development more diversely and enduringly than any other motor vehicle manufacturer - in all relevant areas, from drive technology to comfort and safety through to design. Innovation has always been the key to success for a car manufacturer and is set to become even more important in future. Without the courage to go in search of new ideas, there would be no motor car; and without innovation, there would be no progress. Mercedes-Benz, the inventor of the motor car, has always pressed ahead vigorously with the development of that mode of transport. For instance, the company has repeatedly underpinned its claim to technological leadership with over 80,000 patent applications since 1886, the year in which Carl Benz and Gottlieb Daimler, respectively, unveiled their "Patent-Motorwagen" and "motorised carriage". As the world's first car, the Benz Patent-Motorwagen is the symbol of pioneering spirit par excellence. In its day, the exquisitely engineered three-wheeler made it clear at first sight that a new age of mobility had dawned. Daimler's motorised carriage was the first motor car with four wheels.
These two vehicles represented the start of a unique success story a story that has continuously had new chapters added to it by Mercedes-Benz. For, time and time again, it has been trendsetting inventions from the Stuttgart-based car manufacturer that have resulted in the "horseless carriage", which was initially said by critics to have "no future", evolving not only into an icon of personal freedom, but also into a significant factor within the economy. Alongside the first bus and the first motor truck, the company's most important innovations also include the first modern passenger car, the Mercedes 35 hp, which was presented in February 1900. Mercedes 35 hp: the prototype of all modern passenger cars At the turn of the century, the Mercedes 35 hp, the prototype of all modern passenger cars, was the definition of a fundamentally new and ever since prevailing vehicle architecture: it marked the transition from the long-legged "motor carriage" to the motor car as we know it today. The decisive technical innovations were its long wheelbase, wide track, low centre of gravity and angled steering column. These improvements created the basis for comfortable and safe driving, something that was first turned into reality in a Mercedes. There are also some characteristic features such as the elongated form and the honeycomb radiator, which, organically integrated into the front end, was to finally solve the hitherto omnipresent problem of how to cool the engine, quite apart from emerging as a distinguishing mark of the brand. With its light-alloy crankcase, the powerful four-cylinder engine served as a model for today's still current lightweight design and was, furthermore, installed low in the frame. Its exhaust valves were controlled by a camshaft, this significantly improving the smoothness of operation, stability at idle and acceleration. The construction principle of "engine at the front, final drive to the rear wheels" was to establish itself in the long term as the conventional drive layout.
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The first Mercedes the first modern-day motor car The "35 hp" was the first vehicle to sport the Mercedes brand name and went down in history as the first modern-day motor car. Many other manufacturers were to copy this innovative concept, which proved to be superior in every respect. Mercedes-Benz thus from an early date established its claim to be the leader in technology and design. Spirit of innovation as a driving force behind car development Thanks to its design creativity, Mercedes-Benz has been successful in driving ahead automotive progress with a succession of new ideas aimed at constantly reinventing the concept of personal mobility and opening up new areas of application. Its power of innovation has allowed Mercedes-Benz to evolve into an automotive manufacturer with a unique and diverse product offering. Today, the brand with the star encompasses a range of vehicles that includes compact passenger cars, such as the A-Class, and luxury saloons, such as the S-Class; vans like the Sprinter; buses like the Citaro; and heavy-duty trucks such as the Actros. The smart brand adds to the product portfolio with a vehicle that is for many the perfect city runabout. Today's smart fortwo dates back to a Mercedes-Benz study, presented in the early 1980s, into a "short-distance transport vehicle". The two-seater concept vehicle was the starting point of a twin-track development that gave rise in the 1990s to the company's first compact car: the A-Class and the smart city coup, the predecessor of today's smart fortwo. Time and time again, Mercedes-Benz has been at the forefront of new concepts of personal mobility and has also opened up entirely new market segments. For example, the SLK, which was unveiled in 1996, was the first compact premium roadster. This was followed one year later by the M-Class, the first premium SUV, which owed its development to experience gained by Mercedes engineers in connection with all-wheel drive technology for the legendary G-Class and the Unimog. The most recent example is the CLS, which in 2004 established the
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segment of the four-door coup. What is more, the sheer breadth of technical innovations to have first entered the marketplace in Mercedes models is proof that the inventor of the motor car has consistently played a leading role in all key aspects of the further development of this means of transport from drive technology to safety and comfort through to design. Mercedes-Benz engine technology: a driving force in all areas Mercedes-Benz has been a pioneer in engine technology for 125 years. The high-speed petrol engine was, in the truest sense of the word, the "driving force" behind the invention of the motor car. The Daimler 8 hp "Phaeton", unveiled in 1898, was the first road-going vehicle to feature a four-cylinder engine. In 1923 Benz launched the first diesel-engined truck. Another trendsetting Mercedes innovation was a diesel engine suitable for use in passenger cars, which was introduced in 1936: in the world's first volume-produced diesel passenger car, the Mercedes-Benz 260 D. In the years that have since followed, Mercedes-Benz has continued to set a succession of further milestones in the development of the compression-ignition engine. Numerous technological innovations, such as the common rail diesel (CDI) with turbocharger, have resulted in greater power and torque allied to better fuel economy and reduced exhaust emissions. Today, the brand with the star is present in all segments of the market with a range of models powered by quiet-running, high-torque and high-efficiency CDI engines which - based on their power output - consume up to ten times less fuel than the diesel pioneer of 1936. BlueTEC: making the diesel as clean as the modern petrol engine With BlueTEC, Mercedes-Benz has additionally developed a technology for effective reduction of diesel emissions, especially the emissions of nitrogen oxides. Up to 90 percent of NOx emissions in the exhaust gas are broken down into harmless nitrogen and water, making the diesel engine as clean as the
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modern petrol engine. Passenger cars with BlueTEC have been available from Mercedes-Benz since 2006, currently both in the E- and S-Class and also in the SUVs of the GL-, R- and M-Class. Developed originally for Mercedes-Benz commercial vehicles, BlueTEC made its debut in a Mercedes truck in 2005, after which it was adapted for application in passenger cars. This example illustrates one of the company's particular strengths: in-house cross-sector technology transfer, which helps to ensure that innovations with great benefits for the customer are able to be implemented quickly and systematically across the entire product range. Modern Mercedes-Benz engines with great future potential The future potential of the internal-combustion engine is underscored by Mercedes-Benz with the 2010 launch of its new S 250 CDI BlueEFFICIENCY, the first five-litre car in the luxury class. The first four-cylinder engine in the over 60-year successful history of the S-Class a highly efficient twin-turbocharged diesel achieves a fuel consumption of just 5.7 litres per 100 kilometres in the NEDC (New European Driving Cycle). With CO2 emissions of 149 g/km, the S 250 CDI BlueEFFICIENCY is the first vehicle in its class to better the 150 gram mark. From the first compressor engine to the modern direct-injection petrol engine The inventor of the motor car has also played a key role in the development of the spark-ignition engine. Back in the early 1920s, the then Daimler Motor Company adapted mechanical supercharging, which had originally been developed for aircraft engines, for use in motor cars. Thanks to the compressor technology they embodied, the Mercedes 6/25 hp and 10/40 hp models offered greater power and higher efficiency than comparable naturally aspirated vehicles.
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Mercedes-Benz installed the first series-produced four-stroke direct-injection petrol engine in its legendary 300 SL sports car of 1954. What served at that time above all to boost the power output is today used by Mercedes engineers, in combination with other measures, to increase the efficiency, i.e. to achieve a significant reduction in consumption while at the same time raising the power output. The Mercedes-Benz strategy for the internal-combustion engine of today and tomorrow is: consistent use of direct injection in both petrol and diesel engines, downsizing, turbocharging, variable valve timing. And, with the introduction in autumn 2009 of the new four-cylinder turbocharged direct-injection petrol engine in the E-Class, Mercedes-Benz set about putting this strategy into practice from the four-cylinder through to the eight-cylinder engine and in all relevant model series. The result: high power output with good fuel economy and correspondingly low CO2 emissions. BlueDIRECT: making the petrol engine as economical as the diesel Efficiency at the highest level is the common hallmark of a generation of six- and eight-cylinder power units that were launched in 2010 in the S-Class, CL-Class and the new CLS. While each of the engines offers increased power and torque in comparison with its predecessor, fuel consumption in the new CLS, for example has been lowered by up to 25 percent. This means that, where fuel efficiency is concerned, the modern BlueDIRECT direct-injection petrol engines from Mercedes-Benz have moved a further step closer to their diesel counterparts. The increase in efficiency is due in part to a series of targeted BlueEFFICIENCY measures, especially the ECO start/stop function, which is already standard equipment in many models and which by mid-2011 will be made available by MercedesBenz across its entire product range in over 50 models.
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Pioneer in alternative drive technologies Mercedes-Benz was also quick off the mark in the field of alternative drive technologies. As early as 1906, Mercedes for the first time equipped passenger cars, trucks, buses and fire-fighting vehicles with battery-electric or hybrid drives. In the 1970s, development of the electric and hybrid drive was revived and intensively promoted. Building on this unique wealth of experience, Mercedes-Benz has introduced a series of modern vehicles with alternative drives that point the way to an ultimately emission-free mode of mobility. These include the S 400 HYBRID luxury saloon, unveiled in 2009, which was the first European-manufactured hybrid passenger car and also the first seriesproduced hybrid to feature advanced lithium-ion battery technology. Soon after that, Mercedes-Benz brought out three state-of-the-art electric cars in rapid succession: the A-Class E-CELL and the Vito E-CELL van with battery-electric drive as well as the fuel-cell-powered B-Class F-CELL. The company's line-up of electric cars is rounded off by the smart fortwo electric drive, which has been heralded as a revolutionary new development in urban mobility with zero local emissions. Safety: there's a bit of Mercedes in every modern-day motor car Nowhere in the world is there a manufacturer that has invested more in the development of automotive safety than Mercedes-Benz. For 70 years now, the safety experts at Mercedes have been systematically at work studying the causes of accidents, lessening their consequences and helping to avoid accidents. Mercedes's comprehensive commitment is demonstrated by no fewer than three anniversaries in 2009: "70 years of safety development", "50 years of the rigid passenger compartment" and "40 years of accident research". As far as passive safety is concerned, the focus is on affording the vehicle occupants the best possible protection in the event of an accident. An example of this is the rigid passenger compartment with crumple zones, which was patented
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by Mercedes-Benz in 1951 and went into series production for the first time in 1959 in the 220 S and 220 SE "Fintail models". Seat belt and airbag are further examples of innovations that were introduced into series production by Mercedes-Benz as original solutions to real-world problems. Today, they are a self-evident part of the automotive experience of every motorist. That explains why it can be said that there's a bit of Mercedes-Benz in every modern-day motor car. Lessening the consequences of accidents - avoiding accidents entirely Active safety is at the centre of efforts to reach the goal of accident-free driving. In pursuit of this goal, Mercedes-Benz has developed a number of innovations that are capable of lessening the severity of accidents or of preventing them entirely. The electronically controlled ABS and ESP are Mercedes developments that have demonstrably contributed to a significant reduction in the frequency of accidents. Once again, these safety systems are today standard equipment in virtually all cars. The ABS anti-lock braking system was introduced in 1978 in the Series 116 S-Class, while the airbag was launched in 1981 in the Series 126 S-Class. Mercedes-Benz brought out the ESP electronic stability program in 1995 in the Series 140 S-Class Coup, before then gradually extending it to all model series. Mercedes-Benz was the first car manufacturer in the world to unite active and passive safety features within this system, thereby further enhancing the degree of protection afforded to vehicle occupants. The launch of PRE-SAFE in 2002 opened another new chapter in the history of automotive safety. Mercedes-Benz systematically bases its safety technology developments on what actually happens in accidents and also on the findings from its own in-house accident research activities. Innovative systems such as the Active Blind Spot Assist or ATTENTION ASSIST address typical causes of accidents such as lane-changing and driver fatigue.
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Selected milestones in the history of Mercedes-Benz safety technology: 1939 Inception of passenger-car safety development 1959 World's first safety body 1969 - Establishment of Mercedes-Benz accident research 1978 Electronically controlled anti-lock braking system (ABS) 1980 Pyrotechnic airbag, seat belt tensioner 1989 Automatically raised roll-over bar 1995 - Electronic Stability Program (ESP) 1996 - Brake Assist (BAS) 1998 DISTRONIC adaptive cruise control 1999 Active Body Control (ABC), tyre pressure monitor 2002 PRE-SAFE preventive occupant protection system 2003 - Active light function 2005 - DISTRONIC PLUS, Brake Assist PLUS, Night View Assist 2006 - PRE-SAFE Brake, Intelligent Light System 2009 - Speed Limit Assist, Lane Keeping Assist, Blind Spot Assist, ATTENTION ASSIST drowsiness detection 2010 - Active Lane Keeping Assist, Active Blind Spot Assist; LED high-performance headlamps
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Ride comfort: a traditional Mercedes-Benz strength Ride comfort is a traditional Mercedes strength. Wide track, long wheelbase and tailor-made chassis systems this is the basis on which Mercedes-Benz has for over a century ensured a standard of comfort on long journeys that is typical of the brand. As early as 1931, Mercedes-Benz set an important milestone in terms of chassis technology with its 170 model, which was the first volume-produced passenger car to feature independent suspension on all four wheels ("swing
axles"). This design made for an entirely new driving experience, which was significantly better at compensating for irregularities in the road surface, thereby reducing not only road roar but also tyre vibration. Time and time again, Mercedes-Benz has been a trailblazer with trendsetting new designs, such as the single-joint swing axle, which was launched in 1954, and the diagonal swing axle, which was unveiled in 1968. Both designs combined improved driving safety with additionally enhanced ride comfort. Then, in 1961, new standards were set with the first air suspension system in the 300 SE luxury saloon. In late 1982, the multi-link rear suspension system in the new compact class caused a technological sensation. This revolutionary system allowed for optimal movement of the independently suspended rear wheels by means of five three-dimensionally arranged links on each wheel. The multi-link rear suspension system was subsequently extended to all Mercedes-Benz saloons, coups, cabriolets and sports cars with rear-wheel drive and has been emulated by many other manufacturers. AIRMATIC: air suspension for even greater driving pleasure In 1998 a further technological innovation was to make its debut in the S-Class, with the traditional spring and damper system with coil springs and gas-pressurised shock absorbers being superseded by the electronically controlled AIRMATIC (Adaptive Intelligent Ride Control) with air suspension and ADS Adaptive Damping System. Automatic independent level control of each wheel, which is also part of the AIRMATIC, takes account of the road surface, driving style and laden state, thereby ensuring excellent ride comfort. The most important recent innovations have included ABC Active Body Control, the world's first actively controlled suspension system, which was unveiled by Mercedes-Benz in 1991 in its C112 research vehicle and was introduced in the CL coup in 1999. The system reduces body vibrations caused by bouncing and rolling movements when cornering or by pitching movements when braking. The ADVANCED AGILITY package made its debut in 2007, when it appeared first in the new C-Class. The package offers two shifting modes: Sport and Comfort. As
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part of these shifting programs, there is infinitely variable electronic control of the shock absorbers on each wheel. PRE-SCAN: flying carpet on four wheels Likewise in 2007, Mercedes-Benz unveiled the revolutionary PRE-SCAN chassis, which it presented in the F 700 research vehicle. The system can register road conditions in advance, react very sensitively to bumps and potholes and compensate for them more effectively than other chassis. The F 700 thus (almost) attains the comfort level of the proverbial "flying carpet". The PRE-SCAN chassis uses two laser sensors in the headlights as "eyes". The MAGIC BODY CONTROL chassis that Mercedes-Benz presented in the autumn of 2010 is an advanced system that literally looks ahead a highly sensitive stereo camera mounted on the windscreen, above the rear-view mirror, "observes" the road in front of the vehicle from two different perspectives, enabling the system to recognise uneven road surfaces in even greater detail. Fast on-board computers process all of the data in real-time and control the active ABC chassis, which can adjust the forces at each wheel separately. This allows the vehicle body's movements to be largely compensated for, compared to today's standard chassis. Operating comfort: intelligent systems improve the driver's physiological well-being The principle of maximum possible simplicity and intuitiveness with regard to vehicle control dates back to the early days of the brand. Already in 1902, under the model designation "Mercedes Simplex", new Mercedes models boasted the advances that had been made in terms of easier vehicle operation. For, at Mercedes-Benz, maximum comfort means much more than pleasant driving and high-quality features. All of our comfort solutions are intended to improve the driver's condition and to consistently relieve driving strain by means of many individual measures that are painstakingly coordinated with one another. Operating comfort, ergonomics, air conditioning, low noise levels, handling properties and many other factors affect a driver's condition behind the wheel,
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and thus also his or her ability to keep an overview of the traffic situation. After all, only a relaxed driver is also a safe driver. Mercedes-Benz researchers have been investigating this complex topic, called "physiological well-being", for many years, and Mercedes-Benz has consistently applied their findings to improve its series-production vehicles. As a result, it has been demonstrated that Mercedes drivers stay fit and focused for a longer time. Prime examples of the progress achieved in this field are the carefully designed, intuitive control and display concepts and the intelligent driving assistance systems, which turn the motor car into a partner that thinks along with the person behind the wheel. Mercedes-Benz design: Design idiom developing through the interplay between tradition and a future-oriented approach At Mercedes-Benz, design develops as a result of the interplay between the brand's consciousness of tradition and its orientation towards the future. The aesthetic design of the motor car was decisively influenced by the "Lightning Benz", which was unveiled in 1909, for the innovative design idiom of this record-breaking racing car was for the first time based on aerodynamic findings while at the same time radiating an air of supreme dynamism. While masculine, powerfully modelled lines characterised the Mercedes-Benz models of the 1920s, from the beginning of the 1930s the design idiom switched gradually to gentler, flowing lines and rounded form elements. Highlights of this evolution were the 500 K from 1934 and its outwardly largely identical successor, the 540 K, which was launched in 1936. With their tailored forms and elegant, flowing lines, they were considered objects of perfect beauty.
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1953: dawn of modern car design In 1953 Mercedes-Benz stepped into the age of modernity with its 180 model. This saloon was characterised by its so-called three-box design - the third "box", after front end and passenger compartment, being the luggage compartment. The self-supporting "unitary structure" not only impressed because of its increased stability and greater crashworthiness, but it was also significantly more modern in appearance. Compared with the traditional vehicle form with its pronounced wings, separate headlamps, side running boards and short rear overhang, the unitary-structure models also offered a number of practical advantages: a roomier interior, better visibility, a lower drag coefficient, reduced wind noise and a considerably larger luggage compartment. Many outstanding Mercedes-Benz models have significantly influenced the design evolution of the motor car. Often described as a design icon, the Mercedes-Benz 300 SL "gull-wing" embodied pedigree and class like no other car of its age. It remains to this day a highly sought-after dream car and in 1999 was voted "sports car of the century" by an international jury of car experts. The 300 SL was the first Mercedes-Benz road vehicle to sport a horizontal air inlet opening with the star in the middle. This new front section was to become the hallmark of all future SL touring sports cars. Launched in 1959, the so-called 220, 220 S and 220 SE "Fintail models" also set new standards with their inimitable form, which united function with elegance. Known officially as "markers", the tail fins were at once beautiful and also useful for parking and, in combination with the ample all-round visibility, anticipated the transformation in customer expectations. Proven stylistic elements combined with new ideas As model-specific characteristics of unmistakable brand identity, present-day Mercedes-Benz vehicles frequently exhibit stylistic details from the brand's past. These include, for example, the curving lines of the current E-Class family, which are reminiscent of the unitary-structure models of the 1950s; or the fins and lateral ventilation openings on the SL, the basic form of which likewise dates
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back to the 1950s. These classic elements, however, are in all cases reinterpreted Page 15 with a contemporary look. In this way, Mercedes-Benz consistently steers clear of fashionable, often short-lived retro trends. Rather, the designers at Mercedes-Benz seek to emphasize the rich heritage of the company's car models by combining proven stylistic elements of the brand with new ideas, thereby continuously evolving the design. Mercedes-Benz pursues a long-term design strategy, which guarantees that a Mercedes is always recognisable as a Mercedes. In this endeavour, the designers at Mercedes employ a sophisticated design idiom in which elements that make a vehicle recognisable at first sight as a Mercedes-Benz are combined with a distinct design philosophy typical of each particular model series, which leads to each vehicle having its own unique character. For example, the SUV models are clearly different from the saloons, coups and sports cars. The final outcome is an attractive blend of visual distinctiveness and unmistakable brand identity, the Mercedes-Benz design idiom remaining alive in every detail modern, but never trendy. The same principle applies to interior design and is systematically put into practice at Mercedes-Benz. Depending on the character of the vehicle, material qualities, forms and stylistic elements are developed and executed in a manner specific to the model series and each particular model, with, once again, individuality and overall harmony being given clear priority over overarching uniformity. Interior design, which is becoming an increasingly important part of overall vehicle design, today contributes more than ever to keeping alive the fascination of beauty for years to come. A car's interior is seen as a living space in which the owner spends a lot of time. Typical design idiom of the Mercedes-Benz brand given a new interpretation A preview of Mercedes-Benz's future design idiom is afforded by the F 800 Style research vehicle, which is technology vehicle and design statement in one. The
vehicle's external appearance is characterised by its long wheelbase, short body overhangs and sensually flowing roof line. The exciting coup-like side view, allied to the balanced proportions, results in a stylishly sporty appearance which further develops the Mercedes-Benz design idiom. Room for creative thinking Creativity has been written large for 125 years at the inventor of the motor car. German engineering and Swabian inventiveness have created a brand icon of world standing. The company promotes creativity by making room for free thinking and working, thereby guaranteeing that the source of innovation will never run dry. In order to maintain its innovative edge, the company has established a global knowledge network to which employees from research and development contribute their know-how from a wide range of different disciplines. Last year, the company was able to retain its position as the premium car manufacturer with the most patent applications. Over half the total of 2070 filed applications relate to "green" technologies, as many as 720 of which concern the drive system (35 percent). Significant progress has been achieved above all in the fields of energy efficiency and exhaust-gas aftertreatment as well as fuel-cell and battery technology. By continuing to invest heavily in research and development, the company is laying the foundations for further maintaining its high standard of innovation over the long term. Mercedes-Benz: the most valuable luxury brand in the world Thanks to its systematic innovation strategy, Mercedes-Benz occupies a leading position in the league table of the world's most valuable brands. This is backed up by the latest 2010 international studies, which confirm the special position held by the brand with the star in no fewer than three categories: "most valuable German brand", "most valuable global premium car brand" and "most valuable global luxury brand".
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"Nothing but the best" yesterday, today and in future It was Carl Benz who said: "The love of inventing never dies". And it was Gottlieb Daimler who came up with the famous maxim "The best or nothing". Mercedes-Benz has remained true to these guiding principles for almost 125 years. The spirit of innovation, one of the key driving forces, is firmly rooted in our corporate culture - forever with the goal of guaranteeing personal mobility also for future generations and providing each individual customer with the optimal vehicle for their individual needs. This innovation is founded on Mercedes-Benz's systematic research activities, which led at the beginning of the 1970s to the official establishment of a separate research department. Today, Mercedes-Benz has at its disposal a global knowledge network with some 19,000 researchers and developers around the world an interdisciplinary think tank, full of pioneering spirit, expertise and motivation, for continuing in future to make the best cars in the world.
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Contacts: Christoph Horn, tel. +49 (0)711 17-75841, [email protected] Markus Mainka, tel. +49 (0)711 17-41928, [email protected] Further information about Mercedes-Benz is available online: www.media.daimler.com
125 years of performance-enhancing comfort
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Driver-fitness safety: "Only a relaxed driver is a safe driver too"

At Mercedes-Benz, maximum comfort means much more than a cosy, welcoming interior with high-class features. Rather, all of our comfort solutions are intended to improve the driver's performance. A multitude of carefully orchestrated individual measures serve to consistently relieve the strain on drivers when at the wheel of a Mercedes-Benz. This allows them to devote their full attention to the situation on the road ahead in the most composed manner possible. Handling properties, ergonomics, climate control, acoustic comfort, ease of operation, and many other factors besides all affect the driver's fitness behind the wheel, and thus their ability to concentrate on what's happening on the road. As a general rule, only a relaxed driver is a safe driver too. Mercedes-Benz has been investigating this complex topic, termed "driver-fitness safety", for many years now, and consistently applying its findings to improve its seriesproduction vehicles. As a result, it has been proven that Mercedes drivers stay fit and alert for longer. Prime examples of the progress achieved in this field are the carefully structured, intuitive control and display concepts and the intelligent driver assistance systems, which turn the motor car into a partner of the person behind the wheel that can think for itself. The flawless interaction of all individual measures is crucial to meeting the goal of relieving the motorist of irritating routine tasks and ensuring their performance abilities are affected as little as possible. Intelligent interior and luggage compartment concepts together with innovative infotainment solutions likewise play an important role in the Mercedes-Benz philosophy of performance-enhancing comfort. The final factor is a broad spectrum of customisation options, allowing every Mercedes customer to
further refine their vehicle's levels of functionality and comfort to meet their personal requirements. Smooth-running engines and harmoniously tuned transmissions, perfect roll characteristics, efficient climate control, low noise levels, a stylish interior featuring top-class materials and well-selected colours this all adds up to make a Mercedes-Benz a pleasant retreat, a sort of mobile haven of wellness which imparts a sense of security and expresses individuality. Optimum driver-fitness safety as a development target Optimum driver-fitness safety is an essential factor in the Mercedes-Benz philosophy of performance-enhancing comfort, and is one of the high-priority targets for development. The experts from Mercedes-Benz have based their work in this area on scientific investigations including medical trials. The pulse rate, for instance, is one of the most important indicators of driver well-being and strain, as well as their concentration and performance levels. One of the key findings: the faster the heart is beating, the more strained the driver is and the greater the likelihood of making an error in critical situations. The performance-enhancing comfort that Mercedes-Benz is renowned for results from the interaction between numerous perfectly coordinated individual measures: so, not only is the interior roomy enough for passengers of any stature, the seats can be adjusted to an optimum position too. Good suspension and engine encapsulation are designed to isolate the passenger compartment from physical and acoustic vibrations. The positive effect of easily accessible switches and controls can be further enhanced by the addition of a voice control system, which goes under the name of LINGUATRONIC at Mercedes-Benz. Intelligent assistance systems to partner the driver Driver-fitness safety receives a further boost from aids such as the rain sensor, automatic headlamp activation part of the Intelligent Light System at Mercedes-Benz or the DISTRONIC PLUS system, which automatically maintains the correct distance from the vehicle ahead and can brake the car
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to a stop if necessary. These and other intelligent systems relieve drivers of numerous routine tasks, which they would otherwise have to focus their attention on causing them to tire sooner. Keeping the proverbial "cool head" when driving is equally as important from a medical point of view. This is greatly helped by efficient interior climate control, which is perfectly tuned to the occupants' requirements in a Mercedes-Benz. The air conditioning system has a direct influence over well-being, fitness and concentration, as it allows drivers to literally keep their cool, even at extremely high outside temperatures. When the air conditioning is switch off, on the other hand, a clear deterioration in overall driver fitness can be detected after just a few miles of driving, as has been verified by independent medical experts: the body temperature rises and the powers of comprehension worsen. This leads to premature driver fatigue, faltering concentration and reduced powers of reaction. Measurements of spinal column movement are a further indication of the strain placed on the driver. A poorly upholstered or poorly adjusted seat has been shown to tire the driver faster in the same way as a high interior temperature. Only a relaxed driver is a safe driver With a view to optimising driver-fitness safety, Mercedes-Benz works on all of the different aspects that have a sustained effect on the driver's sense of wellbeing and, as a consequence, on safety. This is because only a driver who is relaxed and not under any strain has the necessary physical and mental reserves to react appropriately when danger threatens. And besides: who wouldn't prefer to get out of their car at the end of a long journey feeling perfectly relaxed and ready to start enjoying their holiday, for instance, or fresh enough to work to the very best of their ability as soon as they reach the destination of their business trip?
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Trademark Mercedes-Benz: exemplary long-distance comfort Wide track, long wheelbase and chassis systems that are tailored to each vehicle concept for over a century now, this has been the recipe used by Mercedes-Benz to achieve the long-distance driving comfort the brand is renowned for. Mercedes-Benz sets an important milestone in chassis technology as early as 1931 with the 170 model: it is the first large-scale production passenger car to feature independent suspension for all four wheels ("swing axles"). This construction produces a completely new driving sensation, which filters out bumps in the road surface far more effectively and increases ride comfort. Just two years later, the new chassis fitted in the 380 model proves to be an ingenious solution. First introduced in 1933, this construction with its doublewishbone front suspension and coil springs is quickly adopted by large parts of the US motor industry. It is not long before it develops into a standard automotive engineering concept that is still in use worldwide today. At the rear, there is a swing axle with two coil springs and two equalising springs to ensure passengers enjoy a comfortable ride. Mercedes-Benz sets the pace time and time again with its trailblazing designs: the single-joint swing axle is brought out in 1954 followed by the diagonal swing axle in 1968. Both constructions succeed in improving handling safety at the same time as further increasing ride comfort. In 1973, the "coupled-link axle" comes into use for the first time this is an improved version of the diagonal swing axle, which prevents the rear of the vehicle from squatting when pulling away and accelerating. 1961: air suspension revolutionises ride comfort It is 1961 when the first ever air suspension system redefines standards of comfort in the 300 SE luxury saloon: the innovative suspension technology is unprecedented in the way it effortlessly smoothes out bumps in the road. The sophisticated system is subsequently used in top-of-the-range models, such as the prestigious 600.
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The multi-link independent rear suspension in the new compact class that comes out in late 1982 is a technical sensation. The individually suspended rear wheels each have five independently arranged links for optimum control of their movement. The multi-link independent rear suspension is later introduced into all Mercedes-Benz saloons, coups, cabriolets and sports cars with rear-wheel drive, while many other manufacturers model their own concepts on it. In 1998, yet another technological milestone makes its debut in the S-Class: the classic suspension and damping system with coil springs and gas-filled struts gives way to the newly developed, electronically regulated AIRMATIC (Adaptive Intelligent Ride control) system featuring air suspension and the Adaptive Damping System ADS. The self-levelling control which works for each wheel individually also forms part of AIRMATIC. It adapts to the condition of the road surface, driving style and vehicle load, guaranteeing supreme driving pleasure regardless of external factors. This solution's outstanding blend of agility, fun at the wheel and comfort is further refined in 1999 with the debut of the world's first actively controlled suspension system in the CL-Coups: cue Active Body Control (ABC). This groundbreaking system uses hydraulically controlled adjusting cylinders in the suspension struts which work together with the passive shock absorbers and coil springs. The actively controllable components reduce body vibrations, which materialise as lifting or swaying movements caused by pronounced body roll in corners, for example, or pitching when braking. 2007: C-Class takes motoring refinement into a new dimension In 2007, the C-Class takes standards of refinement for its segment into a whole new dimension with the innovative Dynamic Handling package that offers a choice of two driving modes Sport and Comfort. Within these two modes, continuously variable electronic control of the shock absorber for each wheel takes place. The package furthermore includes steering with a more direct ratio as well as adaptation of the accelerator characteristics and automatic transmission shift points.
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PRE-SCAN chassis: advance report on the condition of the road ahead In that same year, Mercedes-Benz gives a glimpse of how supreme motoring refinement is set to evolve in the future with its F 700 research vehicle. Thanks to its cutting-edge PRE-SCAN chassis, the F 700 is capable of scanning the condition of the road ahead, allowing it to react to bumps extremely sensitively and smooth them out even more effectively. Two laser sensors located in the front headlamp units act as the PRE-SCAN chassis' "eyes". They provide a precise image of the state of the road surface. Based on the image from the laser sensors and the information on the road's condition, the control unit computes the appropriate strategy, which the highpressure hydraulics then turn into exactly calculated oil flows and pressures for each individual wheel. By so doing, PRE-SCAN produces a level of ride comfort without precedent. Travelling in the 5.17 metre luxury saloon of tomorrow is like riding on a flying carpet. This new and immensely comfortable form of motoring is perfectly complemented by a highly innovative and spacious interior concept. Drive comfort: the basis for refined sportiness Pairing high-torque, smooth-running engines with perfectly matched transmissions is the proven formula for optimum drive comfort at MercedesBenz. It is this mix of refined sportiness and effortless power reserves which gives the driver of a Mercedes-Benz a feeling of complete composure. Gliding along in traffic is therefore every bit as pleasurable as a powerful burst of speed when executing a swift overtaking manoeuvre. This is something that has held true from the early days of the motor car, when the only substitute for high engine displacement was even more displacement, right through to the present. These days, however, state-of-the-art engine technology enables comfort and effortlessly superior performance to be combined with maximum efficiency. The BlueDIRECT engines introduced in the CL-Class and S-Class in 2010 are prime examples of this. Compared to their immediate predecessors, they boast a considerably higher output and even more torque.
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This makes them more capable than ever of effortless power delivery and maximum driving comfort, yet they burn up to 24 percent less fuel. This is all down to the use of intelligent downsizing concepts, meaning smaller engines which employ turbocharging and third-generation direct petrol injection to achieve record levels of fuel efficiency together with outstandingly smooth running. Powerful, economical, clean: diesel engines from Mercedes-Benz Mercedes-Benz's introduction of the CDI power unit in 1997 is a similarly important milestone in the history of passenger car diesel engines. The fusion of the newly developed high-pressure direction injection technology based on the common-rail principle known as CDI for short with four-valve technology produces a 30 percent higher output and 100 percent more torque. For the first time, this endows diesel-powered passenger cars with the sort of power build-up needed for high levels of dynamism and fun at the wheel all combined with lower fuel consumption and exhaust emissions. The combustion noise is noticeably softer too, resulting in an unprecedented degree of refinement for diesel engines. The revolutionary injection method becomes the new standard for the entire automotive industry. The CDI technology also gives the diesel engine the necessary credentials to tap into brand new markets and highly discerning target groups in the luxury class. When it is brought out in the year 2000, the S 400 CDI with its 184 kW (250 hp) V8 engine developing a torque of 560 Newton metres is the most powerful dieselengined passenger car in the world. The transmissions are also a major contributory factor to drive comfort. The trademark Mercedes-Benz synthesis of majestic power delivery, tremendous smoothness, low levels of driving noise and high drive comfort adds up to produce a relaxed brand of driving pleasure. Mercedes-Benz has achieved some major milestones along the way, particularly in the field of automatic transmissions with their highly complex constructions.
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Their forerunner is the semiautomatic overdrive vacuum shift first introduced back in 1930 on the 770 model known as the "Groer Mercedes" (Large Mercedes). From 1972: torque-converter automatics for supreme shift comfort In the mid-1950s, the Mercedes-Benz 300 c is already being offered with the option of an American-built three-speed torque-converter automatic transmission. The Mercedes-Benz automatic clutch control that is initially made available from 1961 in the luxury-class saloons, coups and cabriolets is a brand new development that points the way ahead for the entire industry. From 1972, the company switches to torque-converter automatic transmissions, which perform gearshifts with a hitherto unknown smoothness and eventually find their way into all model series. The combination of electronic control and torque converter lock-up clutch, which makes its debut in 1995 in the V12 and V8 models, represents another important step forwards. Not only does the new 5-speed automatic enhance driving comfort yet again, its integration into the vehicle's digital data network allows fuel consumption to be reduced too and serves to optimise operation of the ESP driving safety system. When cornering or on uphill/downhill stretches, the electronics modify the shift points to prevent sudden gearshifts that could have a negative impact on handling characteristics and comfort. In addition to the five forward gears, there are two reverse gears too, including one with a longer ratio for pulling away surely on ice and snow when reversing too. The first generation of the A-Class premiered in 1997 is optionally available with a front-wheel drive automatic transmission, specially developed to make allowance for the specific space situation in this model. The subsequent A-Class generation, launched in 2004, features a continuously variable automatic transmission for the first time called AUTOTRONIC.
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2003: world's first seven-speed automatic transmission Mercedes-Benz produces a further highlight in the evolution of the automatic transmission in 2003 in the form of 7G-TRONIC, an electronically controlled torque-converter automatic with seven speeds for the ultimate in driving comfort and lightning-fast agility. The first seven-speed automatic transmission for passenger cars in the world debuts in the E 500, S 430, S 500, CL 500 and SL 500 V8 models. It is later extended to numerous other models. The use of seven transmission ratios results in smalls shifts in engine speed, making it easier to select the optimum ratio to suit virtually every driving situation. At the same time, a wider ratio spread can be achieved between the smallest and largest gears. This has the effect of lowering the average engine speed too a boon from the point of both fuel consumption and acoustic comfort. In order to execute gear changes even faster when shifting down, this highly innovative transmission employs the multiple downshift principle, meaning that it skips individual gears and starts the next gearshift while still carrying out the one before. This produces some noticeably quicker acceleration times, makes driving even more enjoyable and also offers greater safety reserves for swift overtaking. Plus, shift quality reaches new heights too: the gear changes are silky smooth and barely noticeable any more, particularly in the higher gears. 2010: optimised 7G-TRONIC for added driving comfort and efficiency In September 2010, Mercedes-Benz introduces a new, further enhanced generation of the 7-speed automatic transmission: the friction-optimised 7G-TRONIC PLUS featuring new torque-converter technology, which makes its debut in the CL-Class and S-Class as a counterpart for the BlueDIRECT engines. Thanks to the technical advancements and the harmonious pairing with the new engines, it has been possible to raise comfort standards yet again. This also applies to the standard ECO start/stop function: the intelligent electronics ensure that even the automatic restart of the engine after being stopped at traffic lights is barely perceptible.
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Exemplary seating comfort When developing seats, the specialists at Mercedes-Benz do not just concern themselves with the classic comfort properties, such as springing and damping, but also with the overall well-being of all passengers to ensure they arrive at their destination feeling fresher with no signs of fatigue, even after long journeys. The materials used in a Mercedes-Benz seat, and its construction, are designed for the greatest possible comfort under all weather and temperature conditions. With numerous adjustment options, individually adaptable backrest and seat cushion contours, as well as options including active ventilation and a new massage function, the seats from Mercedes-Benz improve the personal well-being of the vehicle's occupants on long journeys. The twelve-way-adjustable front seats fitted as standard in many model series already offer the driver and front passenger first-class comfort. Fore/aft position, backrest and seat cushion angle, seat height, head restraint, lumbar support and seat cushion length can all be adjusted, allowing occupants of any stature to find their ideal individual seat position. The actively ventilated comfort seats offer even greater comfort: mini fans in the seat cushion and backrest draw in cool air from the area near the floor of the passenger compartment and spread it throughout the ventilation webbing underneath the seat surface. The gentle flow of air prevents the seat occupants from breaking out in a sweat. Like the climatised seat, the multicontour seat is a proven Mercedes-Benz invention which makes a major contribution to the excellent long-distance comfort of the brand's cars. "Multicontour" means that the occupants are able to mould the seat's shape to suit their individual preferences. This is made possible by as many as nine air chambers underneath the seat cushioning, depending on the version.
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Active multicontour seat: the pinnacle of seat comfort Mercedes-Benz customers looking for the ultimate in car seat comfort can choose the active multicontour seat. With split-second speed, the seat varies the air pressure and volume of the side air chambers in the backrests as a function of steering angle, lateral acceleration and road speed to provide even better lateral support for the driver and front passenger. This active multicontour seat eases the strain on the muscles, thereby enhancing the sense of well-being as well as driver-fitness safety. When it came to developing the seats for the current E-Class, Mercedes-Benz revived and enhanced a classic Mercedes concept from the past, namely padded seat piping a sophisticated upholstery technique requiring skilled craftsmanship that is used exclusively by the Stuttgart car brand. It involves the insertion of an additional foam filling directly under the fabric or leather cover, which immediately makes the seat feel soft and pleasant to passengers when they get in the car. The ELEGANCE model line features padded seat piping that runs lengthways, making it reminiscent of the familiar and highly popular Mercedes-Benz seat design from the 1960s and 70s. Acoustic comfort: less is more The noise level is a fundamental component of driving comfort. A Mercedes-Benz is perceived to be pleasantly quiet thanks to a raft of measures that are combined together wisely. Mercedes-Benz has been tracking down the source of irritating noises for many years now with the help of state-of-the-art artificial head technology for highprecision acoustic analysis: an acoustic artificial head is placed behind the wheel of a new model with special microphones fitted in its anatomically modelled auditory canals. Not only can these make stereoscopic sound recordings, they are able to take exact acoustic pressure and frequency measurements too. The evaluation of the measurement results shows how effective the noise reduction measures are.
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Apart from objective readings of this type, it is also important for Mercedes-Benz engineers to assess motorists' subjective perception of the acoustic comfort. The reason: there are a good many noises which may register as quiet on the sound level meter, but whose frequencies nonetheless make them annoying, and this has a detrimental effect on comfort on long journeys. So, the acousticians employ special analytical methods that reproduce the human sense of hearing more closely and provide characteristic values for the subjective perception of the background noise. One of these parameters is the "loudness". It is calculated on the basis of various frequency groups, which is why it depicts how the noise's volume is perceived by the human ear more precisely than the sound level. Other criteria for acoustic comfort include sharpness, for example, which is mainly used for evaluating high-frequency sounds such as fizzing or whistling, and the articulation index. This is an indicator of how easily the vehicle occupants can converse with one another during the journey or make phone calls with the hands-free system. Compared to its competitors, Mercedes-Benz achieves above-average readings here. As early as the concept phase, the engineers furthermore take care to optimise the airflow around the vehicle body to further reduce the noise level in the passenger compartment. To improve the "aeroacoustics" as this discipline is known, the Mercedes-Benz design engineers streamline the roof pillars, for example, create a rigid bodyshell devoid of any irritating vibrations and devise a door sealing concept that suppresses noises even more effectively. Climate comfort increases performance abilities In the early days of motoring, climate comfort is a distant dream for both chauffeurs and their passengers, who are mercilessly exposed to the elements in open cars. The advent of enclosed vehicle bodies including windows banishes the need for dust coats, balaclavas and goggles. Besides the substantial improvement in comfort, however, these new developments are accompanied by some drawbacks too: in the summer months, it can become unpleasantly hot under the
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sheet-metal or synthetic leather roof, while in the winter the passengers shiver underneath woollen blankets. This situation is remedied by the first heating systems, especially those including a blower, which is able to keep the interior supplied with enough warm air even when driving slowly or at very low outside temperatures. On the 300 model from 1951, the legendary "Adenauer" Mercedes, the heater and two blowers are included as standard, while on the 220 model launched at the same time, this "plenum system" as it is originally known is optionally available at an extra charge. The heating system with separate controls for the driver and front passenger side is another Mercedes-Benz speciality that is introduced back in 1953 in the 180 "Ponton" model. To help with draught-free and smoothly adjustable ventilation, there are the famous quarter-light windows, which continue to supply fresh air until far into the 1970s. 1958 marks the debut in the Mercedes-Benz 300 of a full air conditioning system in the modern sense, which is still called a "cooling system" at the time. Pope Paul VI would later come to appreciate the system's benefits in his 600 landaulet especially on the drive to his summer residence at Castel Gandolfo. Automatic climate control for a consistent temperature In 1977, Mercedes-Benz starts to offer a more advanced system in the S-Class as an optional alternative to the basic air conditioning: automatic climate control. Apart from heating and cooling, this new system keeps the interior at the selected temperature throughout the journey regardless of the changing conditions, without the driver or front passenger having to do a thing. These days, almost all Mercedes-Benz passenger car models come with either an automatic climate control or air conditioning system as standard. The THERMOTRONIC four-zone automatic climate control introduced in the S-Class as standard in 2005 represents the pinnacle of climate comfort. Each occupant
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can program their personal climate settings, as the system works with four temperature zones that can be controlled independently of one another, draughtfree mixed air, as well as several preset control modes. Mercedes-Benz has devised a very special comfort-enhancing extra for the SL and SLK Roadsters and the E-Class Cabriolet: AIRSCARF, the patented neck-level heating system first made available in the SLK in 2004. It distributes air at just the right temperature through the head restraints, forming a warm, invisible "scarf" around the driver and passenger, and allowing them to experience all the freedom of open-top driving in comfort even in cooler weather. And in the fourseater E-Class Cabriolet launched in 2010, Mercedes-Benz offers yet another world first: the AIRCAP wind deflector system, which is able to noticeably reduce air turbulence for all occupants, including passengers in the rear, at the simple push of a button. Made-to-measure vehicles that have a sense of spaciousness and are easy to judge When it comes to the whole topic of dimensional concept and all-round view, the Mercedes-Benz engineers follow a clear principle: the car has to adapt to the people inside it, rather than vice versa. By applying this premise, all models boast ergonomics which are rooted in scientific findings and offer passengers in all model classes an ideal blend of sense of spaciousness, freedom of movement, error-free control and all-round view. The interior of a Mercedes-Benz is a habitat where the owner spends a great deal of their time. It is for this reason that the passenger compartment's flair, which takes varying forms to create different styles, is playing an increasingly important role. Here too, customers have grown to expect more and more. Reserved for only the most luxurious models in the 1930s, genuine materials and handcrafted workmanship of the highest calibre are now accessible to a wide clientele in many different forms.
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Giving drivers a clear view of the body so it is easy to judge counts as another excellent comfort feature of a Mercedes-Benz. The window areas and certain reference points on the body are designed to allow an optimum all-round view and precise manoeuvring. The brand always remains attentive to its customers' needs here: when far-protruding rear sections are introduced together with the streamlined Ponton body style in the mid-1950s, some customers have trouble adjusting to the view out of the vehicle. When it launches its new luxury models in 1959, Mercedes-Benz reacts with features designed to restore the previous sense of a clear overview: the expansive window areas afford a good all-round view, while the tailfins at the rear serve as guides that help with parking. PARKTRONIC and Active Parking Assist Today, the ultrasonic sensors of the PARKTRONIC system comes to the driver's assistance when parking or manoeuvring by emitting visual and audible signals. Many models are additionally available with a reversing camera. Here, the camera's image is shown on the COMAND display as soon as reverse is engaged, making the task of parking far easier and safer. The Parking Assist system introduced in the S-Class in 2005 allows inch-perfect parking with its radar sensors; working in unison with the reversing camera, it superimposes guidelines on the image in the COMAND display to show the driver the correct path to take into the parking space. The Active Parking Assist premiered in the A-Class and B-Class in 2008 goes one step further by using sensors to first detect a suitably sized parking space and then safely pilot the vehicle into the space by itself. The fact that little steering effort is required on the part of the driver when parking is down to another comfort feature: the power steering. First introduced in 1958 as an optional extra for the top-of-the-range Mercedes-Benz 300, it has formed part of the standard specification on every Mercedes-Benz passenger car since 1985.
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Perfect ergonomics, straightforward operation and intelligent assistance systems The principle of making a vehicle as simple and intuitive to operate as possible dates all the way back to the brand's formative days. It is just 1902 when the name "Mercedes Simplex" is given to the new Mercedes models as an expression of the advances that had been made in terms of simplified operation. Today, there is a whole battery of assistance systems designed to relieve drivers of distracting routine tasks and also come to their aid in critical situations. The spectrum ranges from the Adaptive Highbeam Assist, which automatically switches the high-beam headlamps on and off, to the rain sensor for activating the windscreen wipers when needed, to the Speed Limit Assist, which helps the driver to keep to the permitted maximum speed and is especially useful on stretches of road with frequent speed limit changes. These are complemented by the in-car communications systems, which are designed both for the driver's convenience and safety. This is one of the reasons for the introduction of the car radio with traffic message channel in the 1970s up-to-the-minute warnings can help to prevent accidents. Mercedes-Benz has always endeavoured to achieve high audio quality to make sure that the driver can understand the reports without difficulty. Despite the increasing number of functions, the operation of a Mercedes-Benz poses no problems. The well-ordered dashboard with various levels structured according to relevance, the COMAND system's easy-to-understand menu navigation and the clear purpose of switches and buttons allow drivers to quickly find their way around the controls. Mercedes-Benz demonstrated back in 2007 how vehicles might be operated in the future with the control concept of the F 700. For more complex command processes, the research vehicle features an individual input wizard, known in the world of IT as an "Avatar". The Avatar in the F 700 takes the form of a young woman. She "talks" to the driver, inquiring what the desired destination is in the
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navigation menu, for instance, and confirming the spoken input. A radio station can be selected or a contact chosen from the phone book for placing a call in similar fashion. This form of two-way dialogue makes the LINGUATRONIC voice-operated control system which has been available in production vehicles for some time now simpler to use for the driver at the same time as improving the system's speech recognition. Plus, the potential for extending the scope of dialogue-based assistance functions is virtually limitless. For instance, the Avatar could act as a virtual assistant that can access online databases from the vehicle via an internet connection, update the driver's appointment calendar or read out important emails. Operation based on a spoken dialogue minimises driver distraction. Customisation for an ambience of well-being The factory-fitted customisation options alone are more diverse than ever and are constantly on the increase. Whereas customers were able to choose from predominantly technical alternatives from the 1950s onwards such as petrol or diesel engine, automatic or manual transmission, short or long wheelbase, saloon, estate, coup or cabriolet over the course of time, the distinctions have become ever finer. The various equipment and design lines have allowed every Mercedes-Benz customer to lend expression to their personal sense of style since the 1990s. First introduced for the C-Class in 1993, numerous model series can now be ordered in a choice of design and equipment lines that each cater to different tastes. And with an enormous selection of attractive optional extras on offer, vehicles can be given an even more personal touch. The range spans from the smallest practical detail to complete high-end surround sound systems. Mercedes-Benz customers who are looking for an especially high-powered variant or wish to give their vehicle an extra-sporty look can choose from the many different AMG models and optional extras which have complemented the Mercedes-Benz model range since 1991. In 2006, Mercedes-AMG goes one step
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further with its opening of the AMG Performance Studio that is able to turn even the most exotic wish into reality. Since 1995, customers have been able to choose from the designo range too, offering countless possible combinations made up of stunning paint finishes, extra-soft leather in exclusive colours, plus trim variants in four different materials fine wood, piano lacquer, stone and leather. Mercedes-Benz also has a long tradition of building vehicles specially designed to protect against outside attack: the inconspicuous special-protection vehicles from the Mercedes-Benz Guard range ensure the greatest possible protection for groups of people who are vulnerable to attack.
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125 years of technological leadership
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Innovative powertrain engineering for efficient, environmentally compatible driving enjoyment

Development of fundamental technologies for particularly efficient, environmentally compatible vehicles has been a recurring theme in the history of the company and brand right from the early years. Mercedes-Benz has been the first to bring numerous relevant technologies to production and market maturity, and continues to develop them further: from the fastrunning petrol engine the fundamental basis for the invention of the motor car to the automotive diesel engine and direct petrol injection, and right up to alternative technologies such as the fuel cell drive system. And the brand will also continue to ensure individual mobility in the future. In the early 1920s, Daimler-Motoren-Gesellschaft adapted mechanical supercharging of the internal combustion engine, which it had brought to production maturity for aviation engines, for use in motor cars. Thanks to supercharging, the Mercedes models 6/25 hp and 10/40 hp offered more output and greater efficiency than comparable engines without supercharging. This principle remains valid to the present day and brings even more advantages in the form of turbocharging, as the current BlueDIRECT engines from Mercedes-Benz demonstrate. One of the outstanding innovations in powertrain engineering came in 1936, with the introduction of the 260 D as the world's first diesel passenger car in series production. In 1954 Mercedes-Benz presented the legendary 300 SL as the first series production passenger car equipped with a four-stroke engine featuring direct petrol injection. Further milestones in the development of more efficient, more environmentally compatible internal combustion engines include the first series production passenger car with a turbocharged diesel engine in 1977, common-rail direct injection (CDI) in 1997 and the BlueTEC emission
control system in 2005 - initially in trucks, and in passenger cars in 2006. This technology makes the economical diesel as clean as petrol engines. The company has also taken a pioneering role from the start when it comes to alternative drive systems. From 1906, Mercedes passenger cars, trucks, buses and fire service vehicles became available with battery-electric or hybrid drive. In the late 1960s development work on electric and hybrid drive systems recommenced. This was accompanied by intensive development and testing of internal combustion engines powered with natural gas, alcohol-based fuels and hydrogen. In 1994 Mercedes-Benz caused a sensation with the NECAR 1, the first car with a fuel cell drive system. Since then the development of this technology has made enormous strides, and locally emission-free fuel cell and electric vehicles now impress with their high torque and agility. And in 2010 the first electric cars built with the very latest technologies under series production conditions were launched: the fuel cell powered B-Class F-CELL and the A-Class E-CELL with battery-electric drive. Optimum solutions for every requirement The subject of emissions control has also been topical for decades. Mercedes-Benz accepts no compromises in this field either, and already began offering the then unrivalled lambda-controlled 3-way catalytic converter for all petrol engines in 1985. An oxidising catalytic converter for diesel engine models became available in 1990. After its debut in trucks in 2005, BlueTEC, the technology for the world's cleanest diesels, was first brought to market in passenger cars with the E 320 BlueTEC one year later. The key to environmentally compatible and at the same time need-related automobility is an intelligent mix of different drive technologies: for longdistance operations, optimised internal combustion engines with and without a hybrid module are the most efficient solutions for the foreseeable future, while electric vehicles are ideally suited to operations in urban areas.
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These findings are the basis of the BlueEFFICIENCY strategy adopted by Mercedes-Benz, which has three areas of emphasis: o Optimisation of vehicles with internal combustion engines by the use of efficiency-enhancing technologies, as in the new-generation four-cylinder diesel engines or the BlueDIRECT direct petrol injection engines, o Further efficiency improvement using tailor-made hybrid drive systems such as in the S 400 HYBRID, the first series-production vehicle with a lithium-ion battery, the diesel-hybrid E 300 BlueTEC HYBRID and the S 500 Plug-in HYBRID, and o Locally emission-free driving with electric vehicles with fuel cell or battery-electric drive, initially in the models B-Class F-CELL and A-Class E-CELL. This three-pronged Mercedes-Benz powertrain strategy not only offers an impressively wide range of available technologies, but also the greatest possible flexibility in their use. Even within all the conceivable transitional scenarios, it optimally meets the varied requirements of different customers and markets. Mercedes-Benz: the driving force for sustainable mobility Mercedes-Benz will therefore continue to be the driving force for sustainable mobility in the future, and is working intensively on its further development in every area, - from individual mobility and public bus transport to goods transport with commercial vehicles and special segments that are covered by e.g. the Unimog. The powertrain technology is tailored to the relevant customer needs and type of operation. But for Mercedes-Benz, sustainability does not only mean researching environmentally friendly, efficient drive systems, making them a practical proposition for day-to-day use and continuously improving them. The development of environmentally compatible cars also involves continuous improvement in the areas of weight reduction, aerodynamics, rolling resistance and energy management.
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Mercedes-Benz even goes one step further than this, however: one principle enshrined in the corporate environmental guidelines is that the environmental effects of the company's products and activities are to be considered over the entire lifecycle, and constantly reduced. This comprehensive approach by Mercedes-Benz therefore encompasses the entire research and development process, includes the suppliers and logistics, takes production and sales/distribution into consideration, and takes equal account of each model's use and eventual recycling. Around 18,800 personnel work in the company's research and development departments around the world. One of the major focuses of their work is the minimisation of emissions and energy consumption during product production, operation and recycling. The aim of all these efforts is also to safeguard mobility for generations to come, despite ever-increasing requirements. Mercedes-Benz engineers have been working intensively on this for several decades, and demonstrate on a daily basis that as the inventor of the motor car, Mercedes-Benz is also shaping its future with passion and responsibility. Pioneer in alternative powertrain technologies A look back at the history of Mercedes-Benz is positive proof that even more than 100 years ago, the brand was intensively concerning itself with many innovations that are nowadays very topical in the automotive industry. A Mercedes model with a hybrid drive system was produced as early as 1902, for example. In this now decidedly modern drive configuration based on the Mercedes-Simplex 28 hp, the petrol engine powers a generator to drive electric wheel hub motors in the front wheels. This drive configuration entered series production at the end of 1906, at the Austrian subsidiary of Daimler-Motoren-Gesellschaft which marketed passenger cars and buses under the name "Mercedes Mixte". The model range also included "Mercedes Electrique" models, whose electric wheel hub motors were fed by a
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battery. They were available in various versions as passenger cars, trucks, buses, Page 40 ambulances and fire service vehicles. Even though these alternative drive configurations were not able to establish themselves firmly at the time, the development of fundamental technologies for particularly efficient, environmentally compatible vehicles has been a recurring theme in the history of the company and brand right from the early years. Many of these technologies were first brought to production and market maturity by Mercedes-Benz, and further development continues: from the fast-running petrol engine the fundamental basis for the invention of the motor car to the automotive diesel engine and direct petrol injection, and right up to alternative technologies such as the fuel cell drive system. And the brand will also continue to ensure individual mobility in the future. In the early 1920s, Daimler-Motoren-Gesellschaft adapted mechanical supercharging of the internal combustion engine, which it had brought to production maturity for aviation engines, for use in motor cars. Thanks to supercharging, the Mercedes models 6/25 hp and 10/40 hp offered more output and greater efficiency than comparable engines without supercharging. This principle remains valid to the present day and brings even more advantages in the form of turbocharging, as the current BlueDIRECT V8 engines from Mercedes-Benz demonstrate. First series-production car with diesel engine and direct petrol injection In 1936 an even more important milestone in automotive history was reached with the first series-production passenger car powered by a diesel engine, with a consequent and major reduction in fuel consumption. The Mercedes-Benz 260 D consumed around 30 percent less fuel than its opposite number with a petrol engine, and at the time diesel fuel was also half the price of petrol. It was a trendsetter, and well ahead of its time. The same applies to the 300 SL of 1954. The legendary "Gullwing" was not only voted "Sports Car of the Century", but was also the first series production car to feature direct petrol injection in a four-stroke engine. The benefits in terms of performance and efficiency are
considerable, as the modern CGI and BlueDIRECT engines from Mercedes-Benz impressively demonstrate. 1975: First trials with hydrogen drive systems The company's experimental work on alternative drive systems also has a long history, as far back as 1975 in the case of hydrogen power, for example. The first fuel cell powered NECAR (New Electric Car) based on the MB 100 van was already on the road in 1994. The subject of emissions control has also been topical for decades. Mercedes-Benz accepts no compromises in this field either, and already began offering the then unrivalled lambda-controlled 3-way catalytic converter for all petrol engines in 1985. An oxidising catalytic converter for diesel engine models became available in 1990. After its debut in trucks in 2005, BlueTEC, the technology for the world's cleanest diesels, was first brought to market in passenger cars with the E 320 BlueTEC one year later. In 2010 the first series-production electric cars featuring the very latest technology were launched: the B-Class F-CELL with fuel cell drive and the A-Class E-CELL with battery-electric drive. The key to environmentally compatible and at the same time need-related automobility is an intelligent mix of different drive technologies: for long-distance operations, optimised internal combustion engines with and without a hybrid module are the most efficient solutions for the foreseeable future, while electric vehicles are ideally suited to operations in urban areas. These findings are the basis of the BlueEFFICIENCY strategy adopted by Mercedes-Benz, which has three areas of emphasis: o Optimisation of vehicles with internal combustion engines by the use of efficiency-enhancing technologies, as in the new-generation four-cylinder diesel engines or the BlueDIRECT direct petrol injection engines,
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Further efficiency improvement using tailor-made hybrid drive systems such as in the S 400 HYBRID, the first series-production vehicle with a lithium-ion battery, the diesel-hybrid E 300 BlueTEC HYBRID and the S 500 Plug-in HYBRID, and
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Locally emission-free driving with electric vehicles with fuel cell or battery-electric drive, initially in the models B-Class F-CELL and A-Class E-CELL.
Depending on the model series, the tailor-made BlueEFFICIENCY packages for series-production cars encompass various in-engine measures and a combination of different technologies to save weight in the bodyshell, - among them a weightoptimised, laminated windscreen and lightweight wheels. From series to series, other measures include low-friction tyres with reduced rolling resistance and aerodynamic improvements designed to reduce drag, for example a lowered suspension, modified engine compartment and underbody panels, partial masking of the radiator grille, redesigned exterior mirror housings and smooth underbody panelling. ECO start/stop function: preliminary stage of hybridisation BlueEFFICIENCY measures also include the ECO start/stop function as a preliminary stage of hybridisation. This makes for further fuel savings, and is gradually being introduced in all Mercedes-Benz model series. Energy-saving demand control of the air conditioning compressor, power steering, generator and fuel pump is another efficiency measure. Displays in the speedometer inform the driver how much fuel is currently being consumed, and when he should shift to the next higher gear in the interests of an economical and environmentally conscious style of driving.
With expertise built up over 125 years and a wide range of ultra-modern powertrain technologies that is unrivalled by any other automotive brand, Mercedes-Benz is ideally equipped to safeguard mobility for future generations despite ever-increasing requirements. Daimler and Maybach develop the first car engine As the "heart of the motor car" the engine is the most important component, and one whose development made the invention of the motor car possible in the first place. It must be compact and light enough to be accommodated in a vehicle, and powerful enough to drive it. Such an engine did not exist until Gottlieb Daimler and Wilhelm Maybach built the world's first high-speed petrol engine in 1883. The gas-operated four-stroke engine invented by Nikolaus Otto in 1876 was unsuitable for vehicles owing to its size and weight. With an output of 1 hp (0.7 kW), which it developed at an engine speed of 180 rpm, it weighed over 500 kilograms. With painstaking efforts, Daimler and Maybach developed the first vehicle engine on the basis of Otto's four-stroke principle. One major precondition for successful 'downsizing' was an increase in engine speed, and this was achieved with the help of hot-tube ignition and speed regulation. 1883: The first experimental engine gets up to speed The first experimental engine of 1883, which was equipped with both new features, still operated on gas and achieved a then unbelievable cycle speed of 600 rpm. The hot-tube ignition system, which appears more than crude by today's standards, ignited the fuel/air mixture by means of a red-hot tube heated by a petrol-fed flame that projected into the combustion chamber. To provide a reliable fuel supply when on the move, Daimler and Maybach developed a carburettor. In 1885 they used this in the first high-speed engine that was petrol-operated and could be installed in a vehicle. Owing to its shape, it was given the name "grandfather clock". In the same year Daimler and Maybach first tested it in a wood-framed two-wheeler, which became the world's very first
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motorcycle, and in 1886, as part of these initial trials, they also installed it in a coach and a boat. Low weight, high output: the "grandfather clock" The "grandfather clock" weighed only 92 kilograms, and developed an output of 1.1 hp (0.8 kW) from a cubic capacity of 462 cc. These figures amply illustrate the great achievement of Daimler and Maybach. A conventional Otto gas engine with a comparable output weighed more than five times as much, and had more than five times the cubic capacity. In contrast to Daimler's motor coach, Carl Benz used a distinctive, purpose-built design for the three-wheeled motor wagon for which he registered a patent on 29 January 1886. Independently of Daimler, Benz was also able to develop a high-speed petrol engine, though with a speed of 400 rpm it was not quite as efficient as Daimler's "grandfather clock": the Benz engine developed an output of 0.75 hp (0.55 kW) from a cubic capacity of 954 cc. In contrast to Daimler, Benz already used an electric spark-plug ignition system and was therefore ahead of his time. In the early years of the motor car, the ignition system was one of the greatest challenges for reliable day-to-day operation. Mercedes 35 hp: the progenitor of the modern-day motor car The Mercedes 35 hp of 1901 is regarded as the progenitor of the modern-day motor car - above all because of its innovative overall design, which for the first time established a distinctive shape for the motor car and marked a departure from the coach-based design prevalent in the industry. Its engine also had numerous seminal features. The powerful four-cylinder in-line engine with its thin-walled light-alloy crankcase was rigorously designed to save weight, and also installed low down in the vehicle frame. It weighed only 210 kilograms an enormous advance over the 300 kilograms of the preceding model. The intake valves - previously taking the form of a pressure-relief valve that opened automatically by vacuum pressure on the intake stroke - were now controlled by a camshaft, like the exhaust valves. This improved smoothness, idling and
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acceleration, providing engine characteristics that were previously thought hardly possible. The honeycomb radiator: opening the way for more powerful engines One of the most sensational and still basically unchanged inventions incorporated into this first Mercedes was the honeycomb radiator, a considerably improved variation on the tubular radiator invented by Wilhelm Maybach, which first made an enclosed cooling system possible in 1897 and marked a milestone in engine cooling technology. The larger cross-section of the square tubes, and the smaller gap between them, allowed a significant improvement in cooling performance. Moreover, the volume of coolant was reduced by half compared to the tubular radiator. A small ventilator assisted the cooling action when driving at slow speed. This finally made cooling problems, which were then a major obstacle to the development of more powerful engines, a thing of the past. The major progress brought by the introduction of the closed cooling system is illustrated by the example of an early long-distance journey: in July 1894 the Bohemian industrialist Theodor von Liebieg and his Benz Victoria undertook a 939 kilometre long drive from Reichenberg in Bohemia via Mannheim to Gondorf on the Moselle River. His Benz motor car consumed around 20 litres of petrol per 100 kilometres during the journey, but also 150 litres or so of water, which had to be constantly replenished. This high coolant consumption was due to the high rate of evaporation from the open cooling system. Closed systems, on the other hand, inherently have no water consumption. The Daimler Phoenix of 1898, which was equipped with a tubular radiator, had a coolant capacity of 18 litres, while the much more efficient honeycomb radiator made do with only 9 litres with a consequent weight-saving of 9 kilograms.
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Downsizing: already a recipe for success in 1911 In parallel with the growing industrialisation of the motor car, Mercedes-Benz continued to develop its engine technology further. An internal design competition at Benz produced the model 8/18 hp, which the company presented in 1911. This was an early example of what is now known as "downsizing" for improved efficiency: compared to the equally powerful Benz 18 hp of 1905, the new four-cylinder had an almost 40 percent smaller cubic capacity. This not only made the model 8/18 hp more economical, but also placed it in a much more favourable tax category the luxury tax imposed on cars in 1906 was based on cubic capacity. At the time, a motor car's tax category was prominently shown by its model designation. In the early years of the twentieth century, passenger cars were quite straightforwardly named according to their output. From 1909 the output figure was preceded by a second figure, the so-called "tax-horsepower" indicating the displacement-based tax category. One tax-horsepower corresponded to 262 cc of cubic capacity. Accordingly the Benz 8/18 hp had an output of 18 hp and 8 tax-horsepower - corresponding to a displacement of around 2100 cc. The Benz Special Touring Car designed for the 1910 "Prince Heinrich Rally" employed four-valve technology as a means of increasing output and efficiency. Two intake and two exhaust valves per cylinder increased the gas throughput. The greater volumetric efficiency made an increased output and more efficient use of fuel possible. 1921: improved charging and more output thanks to the supercharger As early as 1921, Mercedes presented the first regular production cars whose output and efficiency were noticeably improved by supercharging. A compressor driven by the engine forced the petrol/air mixture into the cylinders under pressure, so that these were more effectively charged and delivered considerably more power. Originally introduced in the smaller models, supercharging became a key technology at Mercedes-Benz in the 1920s and 1930s - especially in racing, sports and luxury cars. From 1995 onwards, supercharged engines were once
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again used by Mercedes-Benz: in the quest for the desired performance potential, supercharging allows smaller engines with lower fuel consumption and emission figures. Today Mercedes-Benz is increasingly opting for the use of turbocharging, which allows even higher efficiency in combination with direct petrol injection. Petrol injection is another output and efficiency-enhancing technology that was developed and brought to series-production maturity by Mercedes-Benz. Like the supercharger, petrol injection has its roots in the development of aero-engines. In this case, as with supercharging, the primary concern is to increase engine output to compensate loss of power at higher altitudes. In 1936 the DB 601 V12 aero engine developed by Mercedes-Benz became the world's first series-production engine with petrol injection, the fuel being injected directly into the cylinder. In the early 1950s Mercedes-Benz also successfully brought this innovative technology to production maturity for car engines. It was employed in the 300 SL high-performance sports car of 1954, and also in the new W 196 Formula 1 racing car. In both cases the primary aim was to increase engine output, but the accompanying improvement in efficiency was a welcome side benefit. 300 SL of 1954: first regular production car with direct petrol injection In 1954 the legendary Mercedes-Benz 300 SL "Gullwing" was the world's first regular production car with a four-stroke petrol engine to feature direct petrol injection. This produced a high output for a low fuel consumption, despite the comparatively small cubic capacity. Nowadays Mercedes-Benz concertedly uses direct petrol injection in combination with downsizing, turbocharging and start/stop technology to achieve new peak values for output, torque, fuel consumption and emissions. From 1957 Mercedes-Benz moved from direct injection to manifold injection, where the petrol is not injected directly into the cylinder, but into the intake manifold. At the time this variation was better suited to large-scale production, and following its introduction in the model 300 (W 189) of 1957, it was gradually
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adopted for all the model series. Initially reserved for the luxury and SL models, it was introduced into the model 250 CE (W 114), the top model in the new "Stroke/8" Coup series, in 1968. Another new feature was the electronic control system, which ensured lower fuel consumption and lower emissions, and replaced the previous, mechanically controlled variant until 1972. In 1980 Mercedes-Benz introduced its first four-cylinder engine with petrol injection, a completely new 2.3 litre engine development which replaced the previous carburettor engines in the saloon, coup and estate models of the 123-series. Despite developing 25 percent more output, the new models were around ten percent more economical than their predecessors. Reduced fuel consumption and lower emissions In addition to a further lowering of fuel consumption, a continuous reduction in exhaust emissions has already been one of the most important environmental goals of Mercedes-Benz since the mid-1960s. At the same time the company has always placed its main emphasis on the avoidance of emissions by ensuring the cleanest, most residue-free fuel combustion possible within the engine. For the greatest possible reduction in emissions, the in-engine measures designed to achieve this are best combined with aftertreatment of the exhaust gases. Above all, the use of catalytic converters to control the emissions of petrol engines has been intensively researched since the end of the 1960s. In 1985 this research led to the presentation of a model range in which all petrol-engined Mercedes-Benz passenger cars were also available with a closed-loop, three-way catalytic converter. From 1986, this then unrivalled emissions control process became standard equipment for all Mercedes-Benz passenger cars with a petrol engine. From 1990: petrol injection for all Mercedes models Catalytic emissions control, which was subsequently the subject of continuous further development to comply with increasingly stringent emission limits, eventually led Mercedes-Benz to phase out models with a carburettor engine.
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In 1985 the carburettor models in the compact class and medium class were equipped with an electronically controlled carburettor that was compatible with closed-loop emissions control, but five years later production of these models was discontinued. This means that since the mid-1990s, the range of Mercedes-Benz passenger cars with petrol engines only has models with petrol injection. In mid-2002 Mercedes-Benz introduced a new generation of four-cylinder engines which combined a number of different, efficiency-enhancing technologies under the name TWINPULSE system: supercharging, four-valve technology, microprocessor controlled petrol injection and variably adjustable camshafts. The technologically most sophisticated variant of the TWINPULSE engine was not equipped with the usual manifold or duct injection, but rather used a direct petrol injection principle known as CGI (charged stratified gasoline injection). This combination allows particularly good fuel economy together with reduced exhaust emissions. Significant fuel saving despite more power In 2006 Mercedes-Benz presented the world's first piezoelectric direct injection with a spray-guided combustion process: despite 20 hp more output, the V6 of the CLS 350 CGI consumes ten percent less petrol. Mercedes-Benz also followed the principle of downsizing to improve efficiency: this uses smaller engines with a lower cubic capacity or fewer cylinders - plus turbocharging - to achieve the same output levels as a larger engine while consuming less fuel. The reason: engines with a smaller displacement have lower friction losses, leading to greater volumetric efficiency. For the same output, fuel consumption and therefore the volume of emissions fall by 15 to 20 percent. In autumn 2009 the new four-cylinder turbocharged direct petrol injection engines in the E-Class achieved significant fuel savings for the same output versus the six-cylinder engines of the preceding models.
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BlueDIRECT: new standard in efficiency In May 2010 Mercedes-Benz reached a new milestone with regard to efficiency: thanks to further innovations such as latest-generation direct injection, fully variable valve timing, new combustion processes and multi-spark ignition, the new BlueDIRECT V6 and V8 engines consume up to 24 percent less petrol than their predecessors while delivering more output and torque. In the future, more economy potentials will be realised with fuel-efficient stratified combustion, reductions in in-engine friction losses and lower power consumption by the peripheral units. The modular Mercedes-Benz engine concept allows maximum flexibility with a variety of cylinder numbers, cubic capacities and output levels, configuration as a naturally aspirated or turbocharged unit, and scope for need-related combination with all-wheel drive and hybrid systems. Mercedes-Benz diesel engines: economical and ever-cleaner Mercedes-Benz is the pioneer in automotive diesel engines both for commercial vehicles and passenger cars. From its early years right up to the 1970s, the diesel was seen as the epitome of efficiency, durability and reliability though also of sluggish performance. In subsequent years, trailblazing innovations turned the diesel engine into an outstanding torque generator. The milestones on this road include turbocharging, four-valve technology, electronic engine management and common-rail direct injection. Mercedes-Benz has made a major contribution to the development of all these technical features and their introduction into large-scale production, thereby also making the diesel engine respectable for luxurious, elegant and sporty car models. In every vehicle class, the Mercedes-Benz diesel range offers powerful, hightorque alternatives for lovers of dynamic driving who also want low fuel consumption and low emissions. Making the diesel engine usable for road-going vehicles was one of the most important milestones in automotive development.
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Once the diesel engine had overcome its prototype stage and entered production in the early years of the 20th Century, it was for many years used only as an industrial engine or to power ships and railway vehicles. It was only in 1920 that its use in road vehicles became possible, when the Benz & Cie. engineer Prosper L'Orange developed the technical basics with the pre-chamber injection principle. The first use of the automotive diesel engine was in 1923, in a Benz-Sendling motorised plough. Following successful trials of this two-cylinder diesel engine, the Benz Executive Board sanctioned the series production of a four-cylinder engine with pre-chamber injection in April 1923. The first test using a Benz 5-tonne truck equipped with this engine took place in September 1923. In February 1924 this very first diesel truck was presented at the Amsterdam Motor Show, and the first example was delivered to a customer in September 1924: Robert Bosch GmbH, the company which developed the injection pump. Mercedes Benz 260 D: also the first "open" diesel car From the early 1930s Mercedes-Benz worked on the development and refinement of a smaller diesel engine for use in a passenger car. The result appeared in 1936: the Mercedes-Benz 260 D was the world's first seriesproduction car with a diesel engine. It had its debut in February 1936, the "50 years of automotive engineering" anniversary year, at the International Motor Vehicle and Motorcycle Exhibition in Berlin. In its convertible version, which was added to the model range in autumn 1936, the Mercedes-Benz 260 D was also the world's first "open-top" diesel car, and therefore a trendsetter that was decades ahead of its time. Today the quiet, powerful and at the same time highly efficient CDI engines in the E-Class Cabriolet are an indispensable part of the product portfolio. In the ensuing years Mercedes-Benz achieved further milestones in diesel engine development. Numerous technological innovations allowed more output and torque accompanied by lower fuel consumption and emissions. In 1936 the
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260 D already consumed around four litres less fuel per 100 km than its petrolpowered equivalent, the model 230. In relation to output, a diesel car nowadays consumes up to ten times less fuel than in 1936. In 1949 Mercedes-Benz continued the success story of the diesel passenger car with the 170 D, the first diesel model of the post-war period, which finally achieved the breakthrough for this relatively recent technology. In 1963 Mercedes-Benz also offered an automatic transmission for the first time in a diesel car - the 190 D - once again underlining its claim to give customers only the best in meeting their constantly growing expectations and wishes. Diesel engine: half a million units by 1965 Sales figures increased rapidly thanks to the growing range of available features and the engine's legendary indestructibility: the 500,000th Mercedes-Benz diesel car left the production line in 1965. In 1971 the one millionth Mercedes-Benz diesel car since the resumption of car production after the Second World War was produced. In the 1970s the diesel became something of an athlete, at least in relative terms: in 1974 Mercedes-Benz presented the 240 D 3.0, the first five-cylinder passenger car and the world's most powerful series-production diesel car to date: a cubic capacity of three litres, 59 kW (80 hp) and 175 Newton metres of torque set a new standard. This power unit motivated the well-known German motoring journalist Fritz B. Busch to a top sporting achievement in 1975, when he reached a world-record speed of 253.705 km/h in his "Dieselstar". The record-breaking car was powered by a turbocharged version of the Mercedes-Benz five-cylinder diesel, which developed an output of 138 kW (187 hp) and 360 Newton metres of maximum torque. These achievements spurred the company on: combined with a turbocharger and thereby up-rated to 140 kW (190 hp), the five-cylinder was installed in the legendary C 111 experimental vehicle and used for a record-breaking attempt on the high-speed circuit in Nardo, southern Italy, in June 1976. During this
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64-hour run the C 111 II-D established a total of 16 international records over different distances and times. The records over 5000 miles, 10,000 km and 10,000 miles were also world records for any cubic capacity. Average speeds over the various distances all exceeded 250 km/h. But the full potential of the turbodiesel had not yet been realised: just under two years later the engine was capable of 169 kW (230 hp), and in combination with a completely newly designed, aerodynamically optimised bodyshell it was used for another record-breaking run in Nardo in April 1978. In a twelve-hour period the C 111-III achieved average speeds of more than 320 km/h with a fuel consumption of only 16 litres per 100 km. 1978: the turbocharger gives the diesel pace This new record-breaking run was perfectly timed for the market launch of the Mercedes-Benz 300 SD Turbodiesel in May 1978. As the world's first seriesproduction passenger car with a turbocharged diesel engine, this was also the first diesel-powered luxury car, and a further milestone in automotive development. The 300 SD Turbodiesel developed an output of 85 kW (115 hp) and was only sold in the USA. In this especially important market for Mercedes-Benz - particularly in the luxury segment - the task of this model was to lower the so-called fleet consumption, i.e. the average fuel consumption of all the vehicles offered in the USA by a manufacturer, to avoid a punitive tax. With a top speed of 165 km/h, the car's performance was more than adequate for US speed limits. The fuel consumption of 10.6 litres per 100 kilometres was around 30 percent lower than for the alternatively available petrol models, demonstrating the great advantages of the turbodiesel over the naturally aspirated engine: it developed a roughly 40 percent higher output with no fuel penalty. For the same reasons as the 300 SD Turbodiesel, Mercedes-Benz already began to offer the 300 CD in the USA from 1977, a diesel variant of the upper medium-class coup. Both models met with great sales success in the USA.
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In Germany, an S-Class saloon or a coup with a diesel engine were still unimaginable at the time. 1983: full encapsulation makes the 190D "whisper-quiet" Another innovation celebrated its world premiere in the Mercedes-Benz compact class (201 series) in 1983, when the two-litre, four-cylinder 72 hp diesel in the 190 D entered the annals of the brand as the "whisper-quiet" diesel - it was fully encapsulated. Engine-generated noise was reduced by half, benefitting both the passengers and the environment. In any event the quiet diesel was easier on the nerves. In the 124 series introduced as the "medium Mercedes class" at the end of 1984, the new diesel engine generation was used in four, five and six-cylinder versions with and without turbocharging. The most powerful variant, the turbocharged six-cylinder of the 300 D Turbodiesel, generated a very respectable 105 kW (143 hp). 1984: first production car with a diesel particulate filter In 1984 Mercedes-Benz also brought the first series-production cars with a particulate filter to market in the form of the turbodiesel models 300 D, 300 TD, 300 CD and 300 SD. These clean diesels with the first generation of the diesel particulate filter were initially marketed in California and ten other western US states many years before the general discussion about the health hazards of particulates arose. In Europe too, Mercedes-Benz cleaned up the diesel before legislation required it: oblique injection led to an increase in output in 1989, and particulate emissions fell by 40 percent. This was even below the stringent US limit. In the following year all Mercedes-Benz diesel passenger cars became available with exhaust gas recirculation and a diesel catalytic converter at first as an option, and as standard from 1993. In 1993, four-valve technology for passenger car diesel engines celebrated its world premiere in the Mercedes-Benz C and E-Class. In 1995 the first Mercedes-Benz diesel car with direct injection was launched as the
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E 290 Turbodiesel. Both technologies helped to lower fuel consumption and emissions, while output and torque increased - a trend that the brand was determined to continue. Common-rail raises torque to new heights In 1997 Mercedes-Benz opened a new, groundbreaking chapter in the history of passenger car diesel engines with trailblazing CDI technology. A combination of the newly developed high-pressure common-rail direct injection CDI for short and four-valve technology made 30 percent more output and 100 percent more torque possible while reducing fuel consumption and exhaust emissions. Other benefits included significantly less obtrusive combustion noise and therefore an exemplary, previously unknown level of refinement. This new injection principle became the new standard throughout the industry. There was simply nothing better. CDI technology makes the diesel respectable in the luxury class CDI technology also made the diesel respectable in the luxury class, for new markets and very demanding customer groups. With 184 kW (250 hp) and 560 Newton metres of torque, the S 400 CDI with its V8 engine was one of the world's most powerful diesel cars when it appeared in 2000. Particulates were the next subject of attack: from 2003 Mercedes-Benz was the first automotive brand to offer a combination of a diesel particulate filter and the EU-4 exhaust emission standard. From 2005 Mercedes-Benz equipped all its diesel passenger cars with the maintenance-free filter, which reduces particulate emissions by up to 95 percent, as standard. And in April/May 2005 Mercedes-Benz impressively demonstrated the durability and reliability of the diesel particulate filter, as well as the performance potential and efficiency of CDI technology, even under extreme conditions: on the high-speed circuit in Laredo, Texas, three model E 320 CDI from standard production absolved a 30-day record-breaking run covering 100,000 miles (160,000 kilometres) with no problems whatsoever. Equally spectacular was the average speed of 224.8 km/h over the entire distance.
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2004: BlueTEC technology makes the diesel as clean as a petrol engine In 2004 Mercedes-Benz had already presented a further milestone achievement at the International Commercial Vehicle Show (IAA) in Hanover: the new BlueTEC technology, which enabled trucks and buses to comply with the European Union's Euro-4 and Euro-5 standards ahead of time. In 2006 the clean diesel also became available for passenger cars. The first model in series production was the E 320 BlueTEC, which made its debut on the US market in October 2006. In 2007 it was followed by the E 300 BlueTEC as the first European diesel car able to match the best petrol models in terms of emissions quality. In 2008, with the launch of the R 320 BlueTEC, the ML 320 BlueTEC and the GL 320 BlueTEC in the USA, Mercedes-Benz presented the three first SUVs in the world that were clean enough to be registered in all 50 US states. As a modular concept for the effective reduction of fuel consumption and emissions in diesel vehicles, the BlueTEC technology developed by Mercedes-Benz comprises various coordinated technical measures that minimise untreated in-engine emissions and also ensure effective exhaust gas aftertreatment. These in-engine features include electronic control, four-valve technology, third-generation common-rail direct injection with piezoelectric injectors, turbochargers with variable geometry and exhaust gas recirculation. Nitrogen oxide emissions drastically reduced Oxidising catalytic converters are used to minimise emissions of carbon monoxide (CO) and unburned hydrocarbons (HC). The particulate filter, which has been standard equipment for all Mercedes-Benz diesel cars in many countries since the summer of 2005, lowers the particulate emissions to a hardly measurable level. The final goal is to achieve a drastic reduction in nitrogen oxide emissions the only diesel exhaust gas component whose level is inherently above that of petrol engines. In the first generation of BlueTEC, which entered series production with the E 320 BlueTEC in October 2006, the nitrogen oxides were reduced by a durable NOX storage-type catalytic converter in conjunction with an SCR catalytic converter (Selective Catalytic Reduction).
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For the SUV models GL 320 BlueTEC, ML 320 BlueTEC and R 320 BlueTEC, which were launched in 2008, Mercedes-Benz adapted the variant of the BlueTEC technology familiar from the commercial vehicle sector for use in passenger cars. AdBlue, an aqueous, non-toxic urea solution is injected into the exhaust gases. This releases ammonia, which reduces up to 80 percent of the nitrogen oxides to harmless nitrogen and water in the downstream SCR catalytic converter. OM 651: new dimension in diesel power and consumption At the end of 2008 Mercedes-Benz presented the completely newly designed OM 651 four-cylinder diesel generation. The new engines bettered all previous figures in their segment in terms of output, torque, exhaust emissions and fuel economy. In the most powerful of three versions, the 2.2-litre four-cylinder delivers around 20 percent more output and 25 percent more torque than a comparable six-cylinder diesel engine with a cubic capacity of three litres. Nonetheless, on its debut the C 250 CDI BlueEFFICIENCY consumed only 5.2 litres of diesel per 100 kilometres, with CO2 emissions reduced to 138 g/km. The new four-cylinder diesel engine is used in various Mercedes-Benz model series in different output classes, and achieves excellent fuel consumption figures. It can be installed either longitudinally or transversely, and is also suitable for all-wheel drive. Naturally it can also be supplemented with the innovative BlueTEC technology developed by Mercedes-Benz, and will be used as an economical internal combustion engine in BlueTEC HYBRID models. DIESOTTO: the best of two worlds The best attributes of the diesel and spark-ignition engine are combined in a new Mercedes-Benz concept known as DIESOTTO, the future of the internal combustion engine. As powerful and responsive as a V6 petrol engine, with the high torque and economy of a modern diesel, and extremely clean to boot. Mercedes-Benz has united these specific advantages of the two different engine types in the trailblazing DIESOTTO engine, providing an important basis for the internal combustion engine of the future. Presented in the spectacular F 700 research vehicle at the 2007 International Motor Show (IAA), this
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technological quantum leap has already been awarded the internationally renowned "Environment Grand Prize". The innovative technology package of the DIESOTTO engine includes direct injection, turbocharging and variable compression. The core feature of this innovation is homogeneous charge compression ignition (HCCI), a highly efficient combustion process similar to that in a diesel engine. The result is a four-cylinder with a cubic capacity of only 1.8 litres that combines the strengths of the low-emission petrol engine with the fuel economy of the diesel. In the F 700 research vehicle, the output of 175 kW (238 hp), which is augmented by a hybrid module developing 15 kW (20 hp), and the maximum torque of 400 Nm stand in relation to a combined fuel consumption of only 5.3 litres of petrol per 100 kilometres. This corresponds to CO2 emissions of 127 grams per kilometre. These figures are achieved by a superbly equipped luxury car of the same order of size as the present S-Class. Another advantage is the very low level of nitrogen oxide emissions, thanks to homogeneous combustion at reduced reaction temperatures. Further emissions control in the DIESOTTO is by a three-way catalytic converter. Mercedes-Benz already uses features such as direct petrol injection in its current models. Until an overall solution is realised, other features will also gradually be incorporated into regular production engines. Alternative fuels: long career with highs and lows Before the liquid-fuelled internal combustion engine established itself firmly in the motor car at the end of the 19th century, its inventors also experimented with a number of alternative fuels in liquid, gaseous or solid form. For example, alcohol obtained from plant material was an alternative fuel that was certainly taken seriously at the time. Around the turn of the century Daimler e.g. offered an internal combustion engine in two versions to power boats, - operating on either petrol or denatured alcohol. The second variant also started off under petrol power, and was switched over to alcohol when the engine was warm. In 1905 the German army ordered a truck from
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Daimler-Motoren-Gesellschaft whose engine could be operated on a mixture of petrol and alcohol. Fuels based on crude oil finally became the norm for practically all vehicles in daily use. Engineers remained open to the use of other fuels, however, as dependence on finite or not always available crude oil supplies was recognised early on. Before and during the Second World War, Germany was for example forced to resort to alternative fuels owing to lack of resources and trade restrictions. These were the glory times of the wood gasifier. Developed by Frenchman Georges Imbert, the gasifier was fuelled with wood. Under high temperatures this formed charcoal, to which steam was added to generate a combustible gas. This was the fuel actually burned in the engine, in a similar way to petrol or diesel. Depending on the system, these gas generators could also be fired with peat, coal or coke. The range of vehicles fitted with a wood gasifier was limited to 50 to 150 kilometres per generator filling. Engine output was also lower, and such vehicles were awkward to operate: the driver had to drain away the combustion residues every 20 to 30 kilometres. Despite these disadvantages the wood gasifier was in widespread use, as there was often no alternative during the war and in the post-war period. Natural gas as an environmentally friendly alternative In the 1960s public awareness of pollutant emissions and their control became a hot topic, especially in the USA. This shifted the focus of researchers and developers back to fuels, as the chosen fuel has a decisive effect on the emission characteristics of an engine. Accordingly, in the early 1970s, Mercedes-Benz began to develop and test experimental vehicles whose internal combustion engines were modified to use alternative fuels such as natural gas, alcohols and hydrogen.
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1971: first natural gas powered test bus from Mercedes-Benz In 1971 Mercedes-Benz presented OG 305 experimental bus, whose horizontally installed six-cylinder engine did not operate on diesel, but on low-cost natural gas. Both in economic and ecological terms, natural gas drive proved to be an alternative to conventional drive systems. Compared to petrol or diesel fuel, the advantages include a lower hydrocarbon content and cleaner combustion. A natural gas engine is also very quiet, and produces less CO2 compared to a diesel engine. In 1994 the Mercedes-Benz O 405 GNG had its debut as Europe's first low-floor, natural gas powered city bus. Vans and passenger cars with natural gas drive also became available two years later: as an option, Mercedes-Benz offered the car models C 230 (202 series) and E 230 (210 series) with Natural Gas Technology (NGT) for bivalent operation with petrol and natural gas. At the 2003 International Motor Show (IAA) Mercedes-Benz presented the E 200 NGT on the basis of the E 200 KOMPRESSOR, which was the most powerful seriesproduction saloon powered by environmentally friendly natural gas. This was likewise configured for bivalent operation with natural gas and petrol. And 2008 saw the debut of the B 170 NGT BlueEFFICIENCY as a compact car equipped with bivalent natural gas drive. Renaissance of fuels from renewable resources since 1970 Intensive research on the use of alcohol-based fuels also recommenced at Mercedes-Benz in the 1970s seven decades after the "spirit engine" had played a temporary role. In 1974 the company presented an experimental car with methanol drive based on the model 450 SL. The high evaporation heat of methanol cools the intake mixture and therefore leads to more efficient cylinder charging. The lower combustion chamber temperatures also considerably reduce the formation of nitrogen oxides: all in all the emission characteristics are very positive, and a 20-percent increase in output can also be expected with methanol operation. As the calorific value of methanol is only half that of petrol, twice the supply of fuel is however necessary. A car needs a tank twice the size for the
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same operating range. Despite these disadvantages, Mercedes-Benz systematically continued its research on alcohol-based fuels. In 1979 large-scale trials began in Berlin as part of the "Alternative Drive Systems" project supported by the Federal Ministry of Research and Technology, and 80 alcohol-powered Mercedes-Benz research vehicles also took part. That autumn, testing began on model 208 vans which were fuelled with "M 15" (85 % premium petrol, 15 % methanol). Research cars configured for operation with pure methanol or pure ethanol were tested in the following year. In 1990 Mercedes-Benz presented a model 300 E-24 at the Geneva Motor Show which was designed for a variable mix of methanol and petrol, and whose engine management system automatically adjusted to the mixture ratio of the two fuel components. One year later the same venue saw the debut of a "Flexible Fuel" research vehicle based on the 300 SE (140 series), whose engine management system was configured for variable, mixed methanol/petrol operation with a methanol content of 85 %. Pioneering work on hydrogen power Mercedes-Benz also conducted pioneering research work on hydrogen drive systems at an early stage. In 1975 the company presented its first hydrogenpowered experimental vehicle based on the L 307 minibus. The hydrogen powering a modified internal combustion engine was stored in a metal hydride tank, producing only water vapour when burned. Storing this gaseous fuel proved to be a major challenge. As a world first the researchers at Daimler-Benz opted in favour of a metal hydride reservoir, which may be regarded as the key technology for such a vehicle: it not only stores the hydrogen on board, but also optimises the system. This is because it absorbs a major part of the engine heat as the hydrogen is delivered, and this can be recovered for use elsewhere when the reservoir is refilled at a hydrogen filling-station. In 1984 a test series with hydrogen-powered vehicles commenced in Berlin. These practical trials involved five Mercedes-Benz 280 TE cars with mixed
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petrol/hydrogen operation and five model 310 vans operating on hydrogen alone. Page 62 Two years later Mercedes-Benz began practical trials of an experimental car powered purely by hydrogen. This vehicle was based on the model 230 E, whose 2.3-litre four-cylinder engine had been converted from petrol injection to hydrogen drive. 1994: Mercedes-Benz starts the development of fuel cell drive systems Mercedes-Benz has carried out intensive research and testing on a fuel cell drive system for the more efficient use of hydrogen since 1994. Instead of burning this energy-rich fuel in a modified petrol engine, the fuel cell uses it to generate electrical energy. Biofuels are another field of research for alternative fuels. These are substantially carbon-neutral, as the carbon dioxide generated when they are burned was previously obtained from the atmosphere. As early as 1992 Mercedes-Benz supported large-scale trials by taxi operators in Freiburg, who fuelled their vehicles with biodiesel (rapeseed oil methyl ester, RME) instead of diesel for a period of one year. First-generation biofuels, which include biodiesel, are a suitable short to medium-term option as admixtures to conventional fuels if negative effects on the production of foodstuffs are avoided. In 2002 Mercedes-Benz participated in a research project with the Freibergbased company Choren Industries GmbH for the production of high-grade fuels from biomass. These so-called BTL (Biomass-to-Liquid) fuels will gain in importance as soon as they become available from large-scale production. They make optimum use of the biomass, are free from sulphur and aromatics and are not in direct competition with the production of human and animal foods. They can also be very easily formulated for the requirements of the internal combustion engine. Hybrid drive systems from as early as 1902 Combined or hybrid drive systems, especially the combination of an electric motor and an internal combustion engine, are a further option for the individual mobility of the future. The company already realised the first hybrid drive
systems in 1902, with a special design based on the Mercedes Simplex 28 hp in which the petrol engine drove electric hub motors at the front wheels via a generator. This pioneering powertrain system was developed by the then hardly known designer Ferdinand Porsche at "Jacob Lohmer & Co." in Vienna. He used this sporty vehicle to win the Exelberg Race in Vienna in the "Passenger Car" category, thereby impressively demonstrating the competitive potential of the world's first serial hybrid system. In 1906 Porsche moved to the Austrian Daimler-Motoren-Gesellschaft in Vienna Neustadt as technical manager, where he rapidly brought the hybrid drive system to market maturity. Under the name "Mercedes Mixte", passenger cars and buses equipped with a petrol engine and electric hub motors were offered from 1907. The advances achieved in the field of internal combustion engine and powertrain development meant that vehicles with electric or hybrid drive remained restricted to just a few market niches. For many years to come, the future would belong to the petrol-powered car. In 1969 the OE 302 hybrid bus marked the resumption of research and development work on electric drive systems at Mercedes-Benz. It was followed by more than 20 different concept and research vehicles with hybrid drive systems, which were produced by the in-house research function in all vehicle types right up to trucks. This produced the finding that hybrid drive saves up to 20 percent of fuel. In-depth tests particularly focused on the potential savings in urban traffic, where frequent braking/moving off and low speeds are typical. Today's hybrids use the strengths of both drive systems to best effect Under these conditions, modern hybrids use the synergies of the different power units particularly effectively. While the electric motor with its high torque powers the vehicle from standstill and at low speeds, the internal combustion engine drives it in its most efficient operating band. Both power units work
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together when peak power is required, for example when accelerating on the motorway. Together with optimised internal combustion engines, hybrid modules are able to reduce fuel consumption even further and thereby improve environmental compatibility. To this end Mercedes-Benz has developed a modular hybrid system that allows scope for many configurations: hybrid modules in various output classes and batteries with appropriate capacities can be combined with 4 and 6-cylinder petrol and diesel engines. The three dedicated hybrid modules develop outputs between 15 kW (20 hp) and 65 kW (88 hp). All the variants of a hybrid drive system can be realised on this basis, from the so-called mild-hybrid, which supports the internal combustion engine during acceleration and recuperates braking energy, right up to the fullhybrid which can operate under electric power alone. Another option is the plug-in hybrid, where the battery can also be recharged at a power socket to increase the "electric" operating range. The compact, disc-shaped electric motors can be accommodated in the housing of the 7G-TRONIC automatic transmission. The overall system, which also includes the new, particularly powerful lithium-ion battery, is extremely light in weight and compact. S 400 HYBRID: first series-production hybrid from a European manufacturer In mid-2009 Mercedes-Benz launched its first hybrid-drive passenger car in Europe - the S 400 HYBRID. This was the first hybrid vehicle by a European manufacturer, and also the world's first hybrid model with lithium-ion technology. The combined output of the V6 petrol engine and the electric motor is 220 kW (299 hp), with a combined maximum torque of 385 Newton metres. The S 400 HYBRID accelerates from zero to 100 km/h in 7.2 seconds, and reaches an electronically limited top speed of 250 km/h.
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Despite this outstanding performance, the combined NEDC petrol consumption is Page 65 just 7.9 litres per 100 kilometres. This means CO2 emissions of only 186 grams per kilometre, an extremely low level for this vehicle and output class. Accordingly the S 400 HYBRID achieves emission figures well below the world's most stringent limits. All the hybrid components in the S 400 HYBRID together weigh only 75 kilograms. As a result the generous interior spaciousness and the boot capacity of the S-Class are fully retained. Compact electric motor combines several functions The compact electric motor combines several functions: it performs the conventional duties of a starter and alternator, and also provides the ECO start/stop function. When on the move, the hybrid module supports the internal combustion engine with its "boost" effect during the fuel-intensive acceleration phase. During deceleration the electric motor acts as a generator and recovers kinetic energy by a process known as recuperation. This energy is stored in the battery and used during the next acceleration process. Further possibilities of the modular hybrid concept from Mercedes-Benz are shown by the diesel hybrid drive of the Vision E 300 BlueTEC HYBRID. Its 15 kW electric motor supports the 150 kW (204 hp) four-cylinder diesel engine during acceleration (boost effect), and also allows driving under electric power alone. With a combined output of 165 kW (224 hp) and maximum torque of almost 600 Newton metres, the E 300 BlueTEC HYBRID consumes only 4.1 l/100 km. This corresponds to CO2 emissions of only 109 g/km. Accordingly, this extremely comfortable and effortlessly powerful premium saloon not only outstrips its direct competitors, but also smaller cars with considerably less output. S 500 plug-in hybrid: range of 30 kilometres in electric operation At the 2009 International Motor Show (IAA) Mercedes-Benz already showed the Vision S 500 Plug-in HYBRID as the first "three litres per 100 kilometres" car in the luxury class. Introduction of this innovative plug-in hybrid drive system, which allows purely electric driving with a range of up to 30 kilometres, is already planned for the next generation of the S-Class. The drive system consists
of three main components: a powerful V6 petrol engine with next-generation direct petrol injection, a hybrid module delivering around 44 kW (60 hp) and a lithium-ion battery with a capacity of more than 10 kWh. Thanks to its efficient drive system and the CO2 bonus for battery-electric operation, the S 500 Plug-in HYBRID achieves a certificated fuel consumption of just 3.2 litres of petrol per 100 kilometres, corresponding to CO2 emissions of only 74 grams per kilometre. In this way the near-series technology platform demonstrates the future potentials of coming S-Class generations. Because the S 500 Plug-in HYBRID stands for all the strengths for which the S-Class is well-known: first-class comfort, outstanding safety and superior performance. F 800 Style with variable vehicle architecture The Mercedes-Benz F 800 Style research vehicle provides a further outlook on the luxury saloon car of the future. This has the world's first variable vehicle architecture for large saloons, allowing various alternative drive systems to be installed: the F 800 Style Plug-in HYBRID version is equipped with a modified drive system from the S 500 Plug-in HYBRID, and even more efficient in operation. Indeed, this research vehicle achieves a provisionally certificated petrol consumption of only 2.9 litres per 100 kilometres. That corresponds to CO2 emissions of just 68 grams per kilometre. Battery-electric drive: "Mercedes Mixte" shows new possibilities In the early years of the motor car, the later predominance of the internal combustion engine, which is now taken for granted, was not a certainty. Alternatives included electric drive, and in some segments even steam power. This variety of systems was also taken into account by Daimler-MotorenGesellschaft, when it equipped a Mercedes-Simplex 28 hp with a hybrid drive system in 1902. The petrol engine powered electric hub motors at the front wheels via a generator. This drive concept entered regular production with the Austrian Daimler-Motoren-Gesellschaft at the end of 1906, which marketed passenger cars and buses under the name "Mercedes Mixte".
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The model range also included "Mercedes Electrique" vehicles, which were purely electrically powered. Instead of the petrol engine, a powerful battery fed the electric hub motors which were installed at the front or rear wheels, depending on the vehicle model. The "German Mercedes Sales Company" was fulsome in its advertising for the Mercedes Electrique: "The safest, quietest and most modern electric town car", an early reference to the urban operating environment. Sure enough, these electric vehicles with wheel hub motors were mainly purchased by grateful town-dwellers. Passenger cars and commercial vehicles with electric drive In addition to passenger cars, the product range included trucks, buses, ambulances and above all fire service vehicles. In 1908, the Berlin fire service took Germany's very first electrically powered automotive fire tenders into service with four vehicles based on "Mercedes Electrique" chassis. The advantages of the electric vehicles were their constant readiness to start and relatively inexpensive operation and maintenance. This is because the use of wheel hub motors made mechanical power transmission components such as a gearbox, clutch and drive chains unnecessary. The energy of the heavy lead/acid accumulators was however soon exhausted, which limited the range of the vehicles. In these early years of the motor car, the long recharging times also prevented them from competing effectively with vehicles powered by an internal combustion engine in the longer term. Since 1960: more than 600 electric drive patents It was not until the end of the 1960s that the electric car was given renewed attention. This was when Mercedes-Benz began intensive research on new solutions for locally emission-free driving, which is why the company now has enormous experience in the field of electric drive systems. Its employees have registered more than 600 patents covering battery-electric vehicles since then. In 1972 the electrically powered LE 306 van followed an innovative approach in a bid to overcome the limitations on operating range: accessible via a side flap
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between the axles, the battery pack located under the load platform could be quickly and easily pulled out on one side while a freshly charged pack was inserted on the other. Depending on driving style, a battery charge was sufficient for around 50 kilometres. The electric motor delivered an output of 35 to 56 kilowatts, and maximum speed was 80 km/h. In subsequent years 89 electric vans taking part in practical trials covered a total of around 2.9 million kilometres. In November 1975 a summary assessment recommended the system for urban distribution vehicles covering less than 100 kilometres each day. The battery-exchange system was developed further for the succeeding model 307 E in 1980: a lifting mechanism incorporated into the battery holder enabled the battery to be removed downwards with the help of conventional jacking tools. As another progressive feature, the braking energy could be fed back to the battery. The main development aim was to reduce production and operating costs. Battery-electric vans in day-to-day trials The control technology was simplified, and operating the vehicle on a day-to-day basis was no different from a van with an internal combustion engine. The load compartment was exactly the same size as that of the standard van with a conventional engine, and the payload was 1.5 tonnes. In 1983 the German postal service took 22 vehicles of this type into operation for practical trials. Energy costs were however almost twice as high as for comparable diesel vehicles. Electric drive: car testing resumed at Mercedes-Benz since 1982 In early 1982 Mercedes-Benz began testing electric drive systems in passenger cars. The research vehicle was based on a 123-series Estate model. The DC motor installed in place of the conventional engine had a continuous output of 25 kW (34 hp) and drove the rear wheels via an automatic transmission and propeller shaft. Also integrated into the drive unit was a 10 kW (14 hp) twocylinder internal combustion engine with noise encapsulation, which recharged the battery as a backup system when required.
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The modified load compartment housed a newly designed nickel/iron battery weighing 600 kilograms, which the researchers expected to deliver twice the energy by weight compared to a lead/acid battery. In terms of ride comfort and equipment the vehicle corresponded to the standard specification for this series, however the load compartment space was restricted owing to the battery. The operating range was around 100 kilometres. The Mercedes-Benz 190 (201 series) provided the basis for the next generation of electrically powered test vehicles, which was presented to the public in 1990. These cars were used to test various electric drive configurations, and above all different battery systems. By virtue of their high energy density, it was particularly the sodium/sulphur battery and the sodium/nickel chloride battery, also known as the ZEBRA battery, that appeared to have future potential. Unfortunately the electrochemical reaction only took place from a temperature of 260 to 350 degrees Celsius, which meant that the hermetically sealed and thermally insulated battery cells had to be electrically heated. ZEBRA battery with good longevity but a high space requirement The ZEBRA battery had around four times the performance of a conventional lead/acid accumulator, and also a longer operating life. In practical driving tests some of these Mercedes-Benz research vehicles achieved mileages of more than 100,000 kilometres with one battery, demonstrating the practical suitability of the concept. One disadvantage was the still very considerable space required for the battery, which filled the entire boot and projected onto the rear seat unit, which meant that the first generation of the electric 190 could only seat three occupants. In 1991 Mercedes-Benz presented a new drive concept with an electric research car based on the model 190, in which two electric motors each delivering a peak output of 16 kW (22 hp) directly drove the rear wheels. Thanks to the high torque over the entire rpm range, no transmission was necessary, eliminating the powertrain and the associated power losses. The compact and lightweight construction created space and saved weight. Energy was supplied by two smaller batteries located under the bonnet and in the boot, leaving the rear seat available for use.
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1992: major project with electric vehicles in Rgen In 1992 a four-year demonstration project commenced on the island of Rgen to test electric vehicles and obtain findings on their behaviour under practical conditions. Mercedes-Benz provided ten test vehicles based on the model 190 and ten MB 100 vans with various electric motor and battery combinations. The vehicles were recharged at normal power sockets, and also at special recharging stations which obtained part of their energy from solar power. Over the next few years more than 60 research vehicles with ZEBRA high-energy batteries were built. In 1998 an A-Class (range 160 to 200 kilometres with an electronically limited top speed of 130 km/h) was presented, which was specifically chosen for this application. Its sandwich-floor design provided the ideal installation space for alternative drive systems, and showed that these could also be accommodated in such a compact vehicle. The interior remained unrestricted, and the luggage capacity remained fully usable. This principle is also highly successful in the present A-Class E-CELL, small-series production of which commenced in autumn 2010. Battery technology: key to the success of the electric car The history of electric vehicle research at Mercedes-Benz has shown clearly that the performance of the entire electrical system depends on the battery, starting with its storage capacity. In addition it must have a long operating life and show a high level of crash safety, as well as being recyclable. All these conditions are met by the new lithium-ion battery specifically developed for use in vehicles. In 2008 Mercedes-Benz became the world's first manufacturer to render lithiumion technology, which was previously mainly used for consumer electronics, suitable for the requirements of a passenger car, commencing series production in the S 400 HYBRID in 2009. The Stuttgart-based company holds a total of 25 patents which have made this important technological breakthrough possible. The major advantages over conventional batteries are the higher storage capacity and efficiency, together with more compact dimensions and lower weight.
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Compared to a nickel/ metal hybrid battery, this innovative lithium-ion technology allows more than three times the operating range for half the weight. The innovative lithium-ion flat cell has great potential for further advances in efficiency. Other advantages of this technology include a higher energy density with an even more compact construction. In parallel with this, the company is creating the conditions for industrialised production of lithium-ion batteries, the goal being to commence production in Germany in 2012. This will ensure that these previously very expensive batteries can be produced at lower cost and in adequate quantities. 2010: A-Class E-CELL achieves a range of over 200 km All this provided the basis for the next step: in autumn 2010 Mercedes-Benz is putting its first battery-electric car assembled under series-production conditions onto the roads - the A-Class E-CELL. This family five-seater based on the five-door version of the A-Class (169 series) is fully suitable for day-to-day motoring, and provides the same generous and flexibly usable interior and luggage space. No compromises are necessary with respect to spaciousness and flexibility, as the batteries are neatly and safely accommodated within the sandwich floor, where they also lower the centre of gravity. The two highly-efficient lithium-ion batteries allow an operating range of more than 200 km (NEDC), which means that the A-Class E-CELL sets the benchmark in this segment. Adequate performance is assured by a quiet, locally emission-free electric motor with a peak output of 70 kW (95 hp) and a high torque of 290 Nm. The A-Class E-CELL is produced at the home plant of the A-Class in Rastatt. The initial production run will be a small series of around 500 units, which will be rented to selected customers for a period or four years (or 60,000 kilometres). Electric drive with the fuel cell: Mercedes leads the field The alternative to battery-electric drive is the electric drive system using energy obtained from fuel cells. As early as 1994, Mercedes-Benz presented its first fuel cell powered car - the NECAR (New Electric Car) - and demonstrated that this
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technology can be used to power vehicles. This innovative technology for emission-free mobility completely filled the load compartment of the model MB 100 van used as a research vehicle. Mercedes-Benz went on to develop further, more compact variations on fuel cell technology in subsequent NECAR vehicles based on the V-Class and A-Class. In 1999 - in the NECAR 4 - the researchers successfully managed to accommodate a 70 kW (95 hp) electric fuel cell drive system including its fuelling system entirely within the sandwich floor of the A-Class. Accordingly this Zero Emission Vehicle had adequate space for five occupants and their luggage. The research vehicle initially generated its onboard power using liquid hydrogen, and in a later development stage with compressed hydrogen, achieving an operating range of 200 kilometres. This technology later established itself for the first fuel cell vehicle built under series production conditions. Thanks to a newly developed coolant based on ethylene glycol, the drive system was now also suitable for frosty conditions, with reliable starting even in icy winter weather. As in earlier diesel engines, only a short heating-up time is required before the operating temperature is reached. On this basis a small series of 60 A-Class F-CELL cars was produced in 2003/2004 and supplied to selected customers for trials under practical conditions. Here too, the complete fuel cell system was accommodated within the sandwich floor. 2004: world's largest fuel cell test fleet In 2004, with these 60 A-Class F-CELL passenger cars and 36 Citaro F-CELL city buses, Mercedes-Benz had the world's largest test fleet of fuel cell powered vehicles. Meanwhile around 100 cars, buses and vans have performed successfully in customer hands, covering a total of more than 4.5 million kilometres by the end of 2008. 180 registered patents in the field of fuel cell technology are impressive proof of the company's pioneering achievement.
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The experience gained with the A-Class F-CELL was put to use when production of the B-Class F-CELL commenced in autumn 2009, the first hydrogen-fuelled fuel cell vehicle built under series production conditions. The B-Class F-CELL is equipped with the latest-generation fuel cell drive system, with compressed hydrogen and 700-bar technology. The electric motor develops a peak output of 100 kW (136 hp) and maximum torque of 320 Newton metres. Accordingly the B-Class F-CELL matches the performance of the B 200, its equivalent with a two-litre petrol engine. Fuel cell: long range and short refuelling time Mercedes-Benz considers the fuel cell to be one of the key technologies for the emission-free motoring of the future. In the longer term it provides the best conditions for sustainable, uncompromisingly environmentally friendly mobility, also over long distances. Thanks to their longer range and short refuelling times, fuel cell cars are also suitable for long journeys, as they generate their own electric power onboard using a chemical reaction between hydrogen and oxygen. There are no harmful emissions, only pure water vapour. Moreover, a fuel cell drive system is inherently twice as efficient as an internal combustion engine. E-Drive modular system allows a wide range of applications As for hybrid drive configurations, Mercedes-Benz has developed a modular system for electric drive. This allows the efficient use of common parts in all electric vehicles. With the near-series Concept BlueZERO in 2009, Mercedes-Benz showed the way towards environmentally compatible electro-mobility with no limitations to interior space and payload. The intelligent, modular concept based on a single vehicle architecture allows scope for three models with different drive configurations. These take the different requirements of users into account. Depending on the intended type of operation, there are different technologies that allow different operating ranges:
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The BlueZERO E-CELL with purely battery-electric drive and a range of up to 200 kilometres,
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The BlueZERO F-CELL (fuel cell), which generates its own onboard electric power and has a range of well over 400 kilometres using electric drive, and
The BlueZERO E-CELL PLUS with electric drive and an additional internal combustion engine as a power generator (range extender). This version has an overall range of up to 600 kilometres and can cover a distance of up to 100 kilometres using electric drive alone.
The three BlueZERO variants were realised on the basis of the sandwich-floor architecture that Mercedes-Benz already introduced in the A-Class in 1997 and later adopted for the B-Class. The major drive components can be installed in the vehicle's underbody. This means that Mercedes-Benz already possesses all the key technologies for electric cars that are fully suitable for day-to-day motoring. All three BlueZERO variants share major technical components, while design and vehicle dimensions are identical. The only 4.22-metre long BlueZERO models combine compact exterior dimensions with a generous and flexible interior and luggage space. Five seats, a payload of around 450 kg and more than 500 litres of luggage capacity make these cars fully suitable for everyday driving. Sandwich floor has major advantages for electric vehicles The BlueZERO concept has decisive advantages over electric cars based on conventional vehicle platforms: thanks to integration of the batteries or energy generators within the spacious sandwich floor, interior spaciousness and good all-round visibility are fully retained. Installing the powertrain technology within the sandwich floor ensures a low centre of gravity and extremely safe, agile handling. Crash safety is also at the high level to be expected of a Mercedes, thanks to the sandwich concept and accommodation of most major drive components between the axles.
All the major components of battery and fuel cell drive systems are suitable for modularisation, from the electric motor and transmission to the battery and the high-voltage safety concept, and right up to high-voltage wiring and software modules. In the case of fuel cell vehicles, specific components such as stacks and hydrogen tanks can be standardised for very different vehicles - simply by varying their number as required. For example, the Citaro FuelCELL Hybrid urban bus is equipped with two fuel cell systems of the same type that is used in the B-Class F-CELL. F 800 Style: highly efficient drive system for premium cars With the F 800 Style research vehicle presented at the beginning of 2010, Mercedes-Benz provided a further outlook on the future of the premium car. This five-seater luxury saloon combines highly efficient drive technologies with innovative comfort and safety features. Its newly developed, variable drive architecture is a world first for large saloons. It is suitable for both electric operation with a fuel cell, which allows an operating range of around 600 kilometres, and for use as a plug-in hybrid with a total operating range of around 700 kilometres which can cover up to 30 kilometres under electric power alone. Both variants of the F 800 Style therefore provide locally emission-free mobility at a premium level combined with full day-to-day suitability. In the hybrid version, Mercedes-Benz engineers gave particular attention to further development of purely electric driving in the urban environment. The drive unit consists of an approx. 220 kW (300 hp) V6 petrol engine with nextgeneration direct injection and an approx. 80 kW (109 hp) hybrid module. The lithium-ion battery with a capacity of around 10 kWh is located beneath the rear seat unit to save space and provide the best possible protection. It can be recharged at charging stations or household sockets, and allows a purely electric operating range of up to 30 kilometres.
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Hybrid module fully integrated into 7-G-TRONIC The high-output, high-torque hybrid module is fully integrated into the housing of the seven-speed 7G-TRONIC automatic transmission. Its high power reserves make a top speed of 120 km/h possible in electric mode enough even for the requirements of inter-urban traffic. The total output of the hybrid drive system is around 300 kW (409 hp), guaranteeing performance at sports car level (0100 km/h in 4.8 s, top speed 250 km/h). Thanks to the efficient drive system and a CO2 bonus for battery-electric operation, the F 800 Style nonetheless achieves a certificated petrol consumption of only 2.9 litres per 100 kilometres. This results in extremely low CO2 emissions of just 68 grams per kilometre. With its highly efficient drive system, the F 800 Style is another major step towards the market maturity of the plug-in hybrid that Mercedes-Benz will already be taking into series production with the next generation of the S-Class. F 800 Style with fuel cell drive as an alternative The F 800 Style with electric drive based on fuel cell technology also offers environmentally clean driving enjoyment. The approx. 100 kW (136 hp) electric motor develops a powerful torque of around 290 Nm. The F 800 Style characteristically features innovations that have already reached a near-series stage of development maturity. The flexibly usable components of the fuel-cell drive are taken from the E-Drive modular system which Mercedes-Benz has developed for a variety of different electric vehicles, and they are already being installed in a small series of the B-Class F-CELL. They are suitable for a variety of drive configurations, including the F 800 Style, which has rear-wheel drive in contrast to the B-Class F-CELL. The new Mercedes-Benz research vehicle has the fuel cell located in the front, while the compact electric motor is installed near the rear axle. The lithium-ion battery is positioned behind the rear seats where, like the four hydrogen tanks, it has the maximum possible protection against the effects of accidents. Two of the tanks are located in the transmission tunnel, while the other two are beneath the rear seat.
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Comprehensive sustainability has been the focus at Mercedes-Benz for decades One of the principles enshrined in the corporate environmental guidelines is that the environmental effects of the products and activities are to be considered over the entire lifecycle, and continuously reduced. The comprehensive approach taken by Mercedes-Benz therefore includes the entire research and development process, includes suppliers and logistics, encompasses production and sales/distribution, and takes both the operation and eventual recycling of all models into account. It is also a tradition in the company to continuously develop progressive, effective and reliable environmental technologies. These include all-embracing improvements with respect to weight, aerodynamics, rolling resistance, energy management and powertrain engineering. Around 18,800 personnel work in the company's research and development departments around the world. One of the major focuses of their work is the minimisation of emissions and energy consumption during product production, operation and recycling. Environmentally compatible product development The ecological effects of a product are substantially considered in the early development phase. The earlier environmentally compatible product development is integrated into the development process, the more effectively the environmental effects can be minimised. Later corrections can only be made at great expense. Continuous improvements to the environmental compatibility of Mercedes-Benz vehicles are therefore defined in the respective specifications during development as a so-called "Design for Environment" process. Special "DfE" teams with engineers from various disciplines ensure that the defined environmental goals are met, for example in the areas of eco-balance, dismantling and recycling, materials and process engineering, design and production.
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Lowering emissions and reducing the consumption of resources over the entire lifecycle is the decisive factor when it comes to improving the environmental compatibility of a vehicle. Environmentally compatible product development therefore starts with the selection of suitable raw and processed materials, and ends with recycling-friendly design and production that allows subsequent reuse. Intelligently conceived dismantling and recycling concepts mean that nowadays, fewer and fewer old parts need to be disposed of. Cooperation with suppliers is based on clear mutual expectations and obligations. These are aimed at meeting ecological goals, and are defined in the "Sustainability guidelines for suppliers". Environmental protection through intelligent logistics Delivery traffic between, to and from the production locations also has environmental effects. Harmful emissions from transport activities are reduced by using rail and shipping connections. Supplier parks are also increasingly located in the immediate vicinity of the production plants. In 2004, for example, the Untertrkheim plant took a logistics centre into operation from which almost 69,000 tonnes of assemblies and parts are transported by environmentally friendly rail and shipping routes each year. As a result around 4000 tonnes of CO2 emissions were avoided in 2009. Environmental protection in production Intelligent production and process engineering also drive innovation in environmental protection. The most important areas of action are climate protection, clean air and the conservation of resources. This specifically means lowering direct and indirect CO2 emissions, reducing the use of solvents, avoiding waste and using resources more efficiently. All the plants are certificated according to the currently most stringent international environmental standard, ISO 14001. This means that environmental protection is systematically enshrined in the management processes, and environmental aspects are given equal weight in all day-to-day activities and corporate policy decisions.
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The International Standards Organisation (ISO) only grants its ISO 14001 seal of approval to businesses and facilities that are able to continuously reduce the effects of their activities on the environment. The certificate is granted after an intensive examination by recognised organisations, which is then regularly repeated. Over and above the certification of environmental management systems according to ISO 14001, all the German production locations voluntarily participate in the European eco-audit system EMAS. Validated by independent experts, the environmental reports issued by each location cover all the important environmental data, targets, measures and implementation statuses. Climate protection has the highest priority Climate protection has the highest priority within the production-related environmental protection measures. Improved use of waste heat, more efficient air compression and ventilation techniques, and demand-controlled heating, lighting and machine operation achieve considerable energy savings. The energy mix is also changing dramatically towards natural gas and renewable alternatives. In 2009 alone, the total CO2 emissions of all the plants fell by almost 16 percent. The successes achieved over the decades are impressive: for example, the engine plant in Bad Cannstatt with its closed-circuit processes is now almost entirely free from waste water and materials, and its air pollution figures fall well below the legally prescribed limits. Ultra-modern photovoltaic facility in Bad Cannstatt In combination with an ultra-modern photovoltaic facility, waste heat reutilisation and recycling installations were already setting new standards in Bad Cannstatt in the 1990s. The solar cell complex with a total area of 5000 sq. m. generates 350,000 kWh of power each year. This would cover the energy needs of more than 120 households. The generated power is fed directly into the plants power network. In 2009 the photovoltaic surface areas on the
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roofs of every plant building increased to a total of 35,000 sq. m., raising the generated energy to 4.18 million kWh. In its engine production the plant uses the award-winning principle of micro-lubrication. In this process, minute quantities of lubricant are mixed with cooled air and used in place of the usual cooling lubricants. Thanks to this new process, only a tiny fraction of the cooling lubricant quantities formerly used is needed. As these substances are produced from crude oil, and must undergo energy-intensive, costly reprocessing, innovative micro-lubrication makes a major contribution to environmental protection. In addition, a true eco-paradise has come into being on the periphery of the production site. The concept of creating the "Neckarkiesbank" came about in cooperation with environmental and nature conservation associations. In this artificially created wetland covering an area of 4000 sq. m., with its characteristic heat sinks and a warm microclimate, 40 recognised species of wild bees have now found a new home. Painting technology in car production has also reached such a high standard that only very small further reductions in emissions are possible. Since the introduction of water-based paints in the 1990s, solvent emissions in the passenger car plants have been reduced by around 70 percent. Reprocessing and reusing raw and auxiliary materials as well as service fluids has also been a matter of course in the plants for many years. The company relies on innovative technical processes and environmentally oriented production planning to try and ensure that waste is not generated in the first place. At the Untertrkheim location, for example, a process has been developed which separates the machining oil from the waste water after parts are cleaned, and reprocesses this so that it can be directly reused.
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Environmental protection in the dealership The corporate environmental guidelines also provide the strategic framework for environmental protection in the worldwide sales organisations. In Germany the Mercedes-Benz sales organisation (MBVD) operates an active environmental management system on this basis that includes dealers and the company-owned sales & service outlets. Recycling according to the Mercedes Recycling System (MeRSy) has been well-established in these outlets for almost 15 years. It ensures that materials are professionally collected, reused or reprocessed according to the requirements. Each year MBVD collects and reuses more than 30,000 tonnes of waste segregated into 35 types. These programmes are producing results: since 2003, for example, water consumption has fallen by around 12,000 cubic metres or 9.4 percent thanks to greater use of vehicle washing facilities that use a closed water circuit. Considerable savings have also been made in the energy sector for many years, and for widespread implementation a concept for the "energy-efficient dealership" is currently being developed. Specific measures for environmentally compatible vehicle operation Over the entire lifecycle of a passenger car, around 80 percent of the primary energy consumption and also the CO2 emissions occur during the operating phase the purpose for which the car was built in the first place. Since 2009, Mercedes-Benz has consolidated extensive measures designed to save fuel in petrol and diesel models, and therefore reduce environmental effects during a vehicle's operation, into BlueEFFICIENCY packages which are included as standard in numerous Mercedes-Benz cars. This environmental label enables the customer to see at first glance which model currently offers the best environmental standard. In addition, BlueEFFICIENCY describes all the other environment-related technological developments that contribute to sustainable, emission-free mobility, for example hybrid or electric drive systems. Depending on the model series, the tailor-made packages for series-production models feature various in-engine measures and a combination of different technologies used to save body weight, including a weight-optimised windscreen of laminated glass and lightweight wheels.
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The BlueEFFICIENCY package also includes low-friction tyres with reduced rolling resistance and aerodynamic improvements designed to reduce drag, for example a lowered suspension, modified engine compartment and underbody panels, partial masking of the radiator grille, redesigned exterior mirror housings and smooth underbody panelling. BlueEFFICIENCY measures also include the ECO start/stop function as a preliminary stage to hybridisation. This makes further fuel savings of up to nine percent possible in city traffic. The system is already available in numerous models, and is gradually being introduced in all Mercedes-Benz model series. Demand-related control of the peripheral units and the air conditioning compressor also helps to lower fuel consumption, as does reducing friction losses. In the BlueEFFICIENCY models of the C-Class and E-Class, the power steering is controlled according to demand to save energy. The engine needs to devote less energy to driving the steering servo pump. 40-percent lower fleet CO2 emissions since 1995 All in all, and depending on the model series, BlueEFFICIENCY measures reduce CO2 emissions by up to 30 percent. By the end of 2010, 95 Mercedes-Benz passenger and van models will feature BlueEFFICIENCY technologies. In Europe, Mercedes-Benz Cars has already been able to reduce fleet CO2 emissions by around 30 percent between 1995 and the end of 2009. The goal is to reduce the CO2 emissions of the new car fleet in Europe to below 140 grams per kilometre by 2012 corresponding to a reduction of almost 40 percent since 1995. Quite apart from the vehicle-related improvements, the driver himself has a decisive influence over fuel consumption. Studies have shown that over the longer term, a driver is able to make up to 10 percent fuel savings if he obeys the rules of economical, anticipatory driving. Making drivers aware of these potential savings is the aim of the Mercedes-Benz Eco driver training scheme. The driver is assisted by a newly developed gearshift display in the cockpit, which tells him when he should change gear. As a further new feature in
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addition to the shift recommendation function, this "onboard efficiency trainer" indicates the current fuel consumption. This directly enables the driver to monitor the efficiency of his driving style. The fuel consumption display is gradually being introduced in all Mercedes-Benz models. End of life: high recycling rate conserves the environment Environmentally compatible and recycling-friendly design has a high level of importance in the development process. One example is the use of segregated materials for the bumpers and underbody panels of all Mercedes-Benz models. This allows easy dismantling and efficient materials recycling. The requirements for the recycling of end-of-life vehicles are extensive: since 1993 the authorised workshops have been required to collect packaging materials, workshop waste materials, used vehicle and warranty parts and service fluids for reuse. The system is now established in Belgium, Germany, Luxembourg, the Netherlands, Austria, Switzerland and Spain. In 2009 a total of 31,064 tonnes of used parts were collected for further use. Around 1.1 million litres of coolant and 807,000 litres of brake fluid were reprocessed. o Since 1996 the Mercedes-Benz Used Parts Centre has made an important contribution to the recycling concept by the resale of tested and certificated used components. To date it has dismantled more than 15,000 vehicles bearing the Mercedes star, selling their parts for further use and properly disposing of residual materials. The warehouse has a regular stock of around 370,000 parts. o Efficient take-back and recycling network with more than 200 return points in Germany alone since 2002 o o Free take-back of all end-of-life vehicles since January 2007 Prohibition of the heavy metals lead, hexavalent chromium, mercury and cadmium
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Detailed dismantling information is electronically available to all ELV recyclers via the International Dismantling Information System (IDIS).
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Environmental certificate to the ISO standard for Mercedes-Benz cars
Mercedes-Benz is the world's only car brand to have been awarded an environmental certificate according to ISO 14062 by the independent experts of TV Sd. This environmental certificate is based on a complete Life Cycle Assessment. It takes around 40,000 individual processes into consideration, and covers the entire vehicle lifecycle over a total mileage of up to 250,000 kilometres, - depending on model. In 2005 the S-Class was the world's first car to be awarded this demanding environmental certification, confirming compliance with all the requirements. With the C-Class Saloon (2007), the C-Class Estate (2008), the new-generation A-Class and B-Class (both 2008), the GLK and the E-Class (both 2009), as well as the S 400 HYBRID (2010), no less than eight Mercedes-Benz car model series have now been examined and verified by independent specialists at TV Sd Management Service GmbH. "Many of the solutions examined can be regarded as exemplary", the TV experts stated in their audit report. The certificates also illustrate the great advances that have been achieved versus the relevant preceding or comparable models. Environmental balance using the example of the Mercedes-Benz E-Class Considering the entire lifecycle of the E-Class, the new 212-series model produces 14 percent fewer CO2 emissions than its predecessor at the time of market launch in 2002. With respect to total nitrogen oxide emissions the E-Class is even more advantageous, as the reduction compared to the preceding model is no less than 20 percent. This is primarily due to the new engines. The overall energy balance is also positive, for over the entire lifecycle is has been possible to make 13% primary energy savings versus the preceding model launched in 2002. This corresponds to the energy contained in 3200 litres of petrol.
The E-Class already meets the recycling quota of 95 percent by weight according to the ISO 22628 calculation model, which will only become mandatory from 1 January 2015. Even during the development phase, great attention was already paid to materials segregation and ease of disassembly for certain thermoplastic components such as the bumpers, wheel arches and the side member, underbody and engine compartment claddings. All in all, 43 components with a total weight of 41.5 kilograms are made from recycled, high-quality plastics. This is an increase of 80 percent in the weight of approved recycled components compared to the preceding model. Components made from recycled and renewable raw materials Another aim was to obtain recycled materials from vehicle-related waste flows as far as possible, so as to create closed loops. Example: the recycled material used for the front wheel arches consists of reprocessed vehicle components such as the housings of starter batteries and bumper claddings from the Mercedes-Benz Recycling System, as well as waste material from cockpit production. 44 components in the E-Class with a total weight of around 21 kilograms are produced using natural materials. The boot flooring is made from a cellular cardboard structure, for example, and for fuel tank ventilation the engineers at Mercedes have also opted for a natural material. Coke obtained from olives is used as an activated charcoal filter. This open-pored material absorbs hydrocarbon emissions, and the filter regenerates itself automatically during vehicle operation. Renewable materials also play an important part in the production of the fabric seat upholstery, which contains 15 percent pure sheep's wool. Wool has significant comfort advantages over synthetic fibres: it not only has very good electrostatic properties, but is also better at absorbing moisture and has a positive effect on climatic seating comfort in high temperatures.
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E-Class: in the lead for efficiency and environmental compatibility Three completely newly developed four-cylinder diesel engines secure a leading position for the E-Class where environmental compatibility in day-to-day operations is concerned. These engines feature latest-generation common-rail direct injection, fast piezoelectric injectors and efficient exhaust gas recirculation. Mercedes-Benz equips the BlueEFFICIENCY petrol models E 200 CGI and E 250 CGI with the newly developed four-cylinder direct-injection engine with a displacement of 1.8 litres, turbocharging and variable intake and exhaust camshafts. The low Cd value of 0.25 which makes the E-Class the world's most aerodynamically efficient luxury saloon also helps to lower fuel consumption. This value is four percent lower than that of the preceding model, which in practical terms means that at a motorway speed of 130 km/h, there is a fuel saving of around 0.25 litres per 100 kilometres. The aerodynamics have e.g. been improved by an automatically controlled radiator shutter, which regulates the airflow into the engine compartment as required.
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125 years of exemplary safety
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On the road to accident-free driving

Mercedes-Benz is the pioneer of automotive safety. No other car manufacturer carries out such intensive research in this field and has brought so many crucial innovations onto the market. Ever since the invention of the motor car in 1886, Mercedes-Benz has been instrumental in the development of active and passive safety, setting one new benchmark after another in the process. Today, accident-free driving ranks as one of the most important objectives that the researchers and developers at Mercedes-Benz are working to fulfil. Many of the innovations first introduced by Mercedes-Benz have since become industry standards from the rigid passenger compartment (patented in 1951, first implemented in series production in the 111-series "Fintail" models in 1959), to the ABS anti-lock braking system (introduced in 1978 in the 116-series S-Class) and the airbag (premiered in the 126-series S-Class from 1981), to the ESP Electronic Stability Program (presented in 1995 in the S-Class Coup from the 140 model series). These days, such safety systems are standard fare for nearly all manufacturers. This means that, in a way, there is a bit of Mercedes-Benz in every modern-day motor car. And the innovative solutions in every new model the brand brings out show how vehicle safety will continue to be a matter of the highest priority for Mercedes-Benz engineers in future too. The overriding goal is to continually reduce the number of road traffic deaths and injuries and prevent accidents from happening in the first place. When Mercedes-Benz's systematic programme of safety research first began, the focus was initially placed on passive safety, meaning protecting the vehicle occupants as best possible in the event of an accident. Later, the safety experts at Mercedes-Benz started to devote their attention increasingly to active safety by developing innovations designed to mitigate the severity of collisions or prevent them from occurring at all to the benefit of all involved.
Along the road to accident-free driving, Mercedes-Benz became the first car maker in the world to network active and passive safety features with one another. With the anticipatory occupant protection system PRE-SAFE, the Stuttgart brand opened up another new chapter in the evolution of safety technology. These days, it is the phase prior to an accident especially which offers new safety-enhancing potential, as the more time there is between detection of an impending collision and the actual impact, the more the safety systems are able to increase the protection afforded to occupants. Mercedes-Benz showcased groundbreaking innovations based on its latest safety findings in the ESF 2009 research vehicle, and clearly illustrated the potential for the future. Pioneering work for safer cars Not long after the invention of the motor car, Carl Benz and Gottlieb Daimler get to work on making the vehicles they developed ever safer. The Mercedes 35 hp dating from 1901 continues to serve as an outstanding example of active safety today. Some of its design features can still be found in modern-day vehicles, such as the long wheelbase, the large track width and the low centre of gravity. Another driving safety milestone is reached in 1931 with the 170 model, the first ever production passenger car to combine independent suspension at the front and rear with a hydraulic braking system. And with the double-wishbone front suspension in the Mercedes-Benz 380 in 1933, a standard of wheel suspension technology is introduced that still holds good today, and has increased active safety considerably. Mercedes-Benz engineers start to take a methodical and analytical approach to vehicle safety long before they have electronic tools to help them. In parallel to this, Mercedes-Benz presses ahead with its fundamental research in order to better understand the processes that occur in a few fractions of a second in an accident. In 1939, a test vehicle is created at Mercedes-Benz with a highly rigid floor assembly including sturdy side impact protection, as well as a three-part
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steering column. These design principles are incorporated into series production in 1953 for the new Mercedes-Benz 180 "Ponton". In the late 1940s, Bla Barnyi an engineer employed at the then Mercedes-Benz AG formulates the basic principles for the revolutionary concept of a body with crumple zones, i.e. deformable sections at the front and rear, which is then patented in 1952. Barnyi is the first to realise that the kinetic energy released in an impact must be dissipated by deformation to protect the occupants effectively. Consequently, he divides the vehicle body into three zones: soft front section, rigid passenger compartment, soft rear section. Injury-proofed interior has been improving safety since 1959 The Mercedes-Benz 220, 220 S and 220 SE "Fintail" models brought out in 1959 (111 model series) go down in automotive history as the first series-production cars in the world to include integral crumple zones and a high-strength passenger compartment. Today, nearly every new production car in the world is built on this same basis. The first ever "injury-proofed" interior complements the safety body of the "Fintail" models to form an integral safety concept by completely doing away with hard or sharp-edged control elements. Instead there are recessed door handles, a dashboard which yields on impact, padded window ledges, window cranks, armrests and sun visors, while the steering wheel features a large impact boss. A further component of the safety concept is the wedge-pin door lock with two safety detents that had been patented in 1958. This is designed to prevent the doors from bursting open in a collision, which could result in occupants being thrown out of the vehicle, since seat belts are not commonly used at the time. In the same year, Mercedes-Benz begins its programme of systematic crash testing, which was to provide a vital foundation for the development of safety technology.
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Objective since 1966: eliminate personal injury with integral safety It is back in 1966 when Karl Wilfert, the Director of Body Development at Mercedes-Benz, calls for the "likelihood of personal injury to be reduced as far as possible". The framework necessary for doing this is provided by a system which classifies and describes the various parameters of vehicle safety. The two umbrella terms that are coined are Active Safety and Passive Safety. Based on this original definition, active safety encompasses the areas of driving safety, driver-fitness safety and operating safety, while passive safety covers the aspects of exterior and interior safety influenced by design and construction. The Board Member for Development, Hans Scherenberg, sets out the target of not just protecting the passengers, but minimising the risk of injury to other road users too. With a view to protecting other road users, therefore, an all-embracing safety concept should not focus just on the occupants of a Mercedes-Benz, rather it should also benefit the other party involved in an accident. The two areas of active and passive safety would later be merged to form the basis for the integral safety concept that is applied at Mercedes-Benz today. The list of innovations which are invented, developed and first brought to market by Mercedes-Benz is virtually endless. In 1967, the safety steering column is introduced throughout the Mercedes-Benz passenger car range. Made of telescopic sections which slide into one another, it collapses according to the force of the impact, avoiding the dangerous lance effect. A large padded boss on the front of the steering wheel and an impact absorber serve to cushion the driver in a frontal collision. Tradition of safety-related innovations in ever new model brought out Three-point seat belts together with head restraints provide additional protection for occupants from 1969. In 1971, the enhanced integral safety concept of the new 350 SL heralds the introduction into series production of the crash-protected fuel tank, side windows, tail lights and indicators with low dirt build-up, as well as the four-spoke steering wheel and safety door handles.
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The focus of safety development has shifted over the course of the years: whereas Page 91 passive safety measures are initially at the centre of attention after 1950, the period from the end of the 1970s is marked by a string of assistance systems that come under the heading of active safety. In 1970, Mercedes-Benz first unveils the ABS anti-lock braking system, the further improved second generation of which makes its production debut in 1978 in the 116-series S-Class. The system prevents the wheels from locking up when braking at full power, giving the driver better control over the vehicle so that it is still possible to evade obstacles. This forms the springboard for later developing systems such as the automatic differential lock (ASD), acceleration skid control (ASR) and 4MATIC all-wheel drive as part of the Mercedes-Benz "Active Safety Concept". Since 1970: Experimental Safety Vehicle as safety pioneer Despite these varying focal points, the overall notion of vehicle safety as a complex network is something the engineers never lose sight of. This is illustrated by Mercedes-Benz's involvement in the international programme for the development of Experimental Safety Vehicles (ESV). Five safety conferences which accompany the ESV programme highlight the differences in the participants' approaches: whereas the US founders of the programme are focused solely on technical innovations for boosting passive safety, Mercedes-Benz together with the other European members advocates a step-by-step plan which combines both active and passive safety measures. This integrative safety philosophy is also clearly evident in the five ESV research vehicles presented by Mercedes-Benz between 1970 and 1974 as part of the programme. The ABS anti-lock braking system fitted on the vehicles is the most important active safety component. Meanwhile, passive safety is improved by an optimised safety body, a restraint system with head restraints, 3-point inertia-reel seat belts with belt force limiters and belt tensioners, as well as an airbag built into the steering wheel's impact boss. There are also resilient impact absorbers in the bumpers which allow the vehicle to survive impacts at speeds of up to eight kilometres per hour unscathed.
The progressive pace of development allows findings to be quickly transferred to series production, as Board Member Hans Scherenberg stresses in 1971: "Our endeavours in the field of safety have always been designed to allow all results to be implemented in series production as quickly as is technically feasible. Our goal has never been to produce a safety vehicle for just demonstrative purposes; rather we seek to achieve steady progress that serves to benefit the road users on our increasingly crowded roads in the shortest time possible." In 2009, Mercedes-Benz revives the ESV idea by building a new and highly complex experimental vehicle that gives a preview of what safety development holds in store in the not-too-distant future. The ESF 2009 demonstrates the holistic approach of the Mercedes-Benz safety philosophy: the first priority is to prevent accidents. Should that fail, the aim is to mitigate the consequences. Systematic safety research since 1959 Mercedes-Benz has been conducting systematic crash tests since 1959. Soon after first being introduced, they become an intrinsic part of the vehicle development process and start to reproduce real-life collisions with increasing accuracy. Since 1969, the Mercedes-Benz Accident Research unit has furthermore been consistently providing a basis of current data taken from actual road traffic accidents. This results in the offset crash being introduced in 1979 as an internal testing method that is close to reality. Today, it is an established statutory requirement worldwide. Mercedes-Benz establishes offset crash as realistic test Mercedes-Benz becomes the first passenger car manufacturer in the world to offer a driver's airbag as well as a belt tensioner for the front passenger when it makes both available in 1981 for the S-Class, which had already been designed based on offset crash findings. In that same year, the Mercedes-Benz Auto 2000 research vehicle demonstrates the state-of-the-art in safety technology. Innovations include integral seats for the driver and front passenger, which have all the seat belt componentry attached directly to the seat, a built-in child restraint system in the rear, as well as pedestrian-friendly bumpers.
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On the active safety side, the multi-link independent suspension fitted in the Mercedes-Benz compact class from 1982 sets new benchmarks and, as a result, a new trend. 1987 sees the debut of the front passenger airbag in the S-Class. Two years later, the new SL Roadster models offer seats with integral seat belts as well as the first ever rollover bar that pops up automatically should the vehicle turn over. ESP: another milestone in Mercedes safety development In 1994, Mercedes-Benz premieres the Electronic Stability Program ESP, which enters series production the following year in the brand's V12 models. When the vehicle is on the verge of tail-skidding in bends, it initiates corrective braking at individual wheels to counter the danger. The ESP system is a major milestone for active safety that has been proven to help prevent accidents or lessen the severity of their consequences. In the summer of 1999, Mercedes-Benz becomes the first car maker in the world to fit all of its passenger car models with the system as standard, making a vital contribution to the improvement of driving safety in the process. ESP has had a lasting impact on road safety in Germany, as confirmed by numerous independent studies which have since been carried out. An analysis of a representative sample taken from the accident statistics shows that, since the introduction of ESP as standard, Mercedes-Benz passenger cars have been involved in serious road accidents far more seldom than cars from other manufacturers. The proportion of road accidents involving newly registered Mercedes-Benz passenger cars dropped by over 42 percent between 1998/1999 and 2002/2003, whereas the decline for other brands of passenger car over the same period was only around 13 percent. Like the anti-lock braking system (ABS) before it, the Electronic Stability Program becomes established as a worldwide safety standard within the space of a few years. It demonstrates once more how Mercedes-Benz, in its role as a safety pioneer, is capable of bringing crucial innovations to market time and time again, which then go on to set the standard for the entire automotive industry.
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From 1996, Brake Assist (BAS) helps passenger car drivers with emergency braking. BAS detects the need for maximum braking power from the way in which the driver suddenly steps on the brake pedal, and automatically increases brake pressure up to the ABS cut-in point. PRE-SAFE: Mercedes-Benz models with a built-in protective instinct 1997 sees the newly launched A-Class set new standards for passive safety in its class with an array of safety-related innovations including the sandwich-floor body concept. At the same time, sidebags start to be included as standard in all Mercedes-Benz passenger cars, with the further addition of adaptive front airbags in certain model series. Windowbags make their first appearance in 1998. Mercedes-Benz sets yet another milestone in 2002 with the fusion of active and passive safety and the introduction of its PRE-SAFE anticipatory occupant protection system. This multi-award-winning technology, which today forms part of the standard specification in a number of Mercedes-Benz model series, takes its cue from nature: in the same way that creatures react instinctively when danger threatens, PRE-SAFE triggers measures for the protection of the vehicle's passengers as a precaution. The aim is to prepare both the vehicle and its occupants for the impending collision. The system reacts with lightning speed to messages received from the Electronic Stability Program (ESP) and Brake Assist (BAS) sensors. PRE-SAFE pulls the seat belts taut in an instant and repositions the front passenger seat if necessary, as well as the electrically adjustable rear seats if fitted, in order to secure the occupants in the best possible position for their safety. The sunroof closes automatically too so that the vehicle's structure can provide optimum protection if it rolls over. Since the advent of the PRE-SAFE Brake in 2006, Mercedes-Benz passenger cars have been able to brake by themselves in a hazardous situation too. The PRE-SAFE protective measures are reversible: if the accident is averted, the
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tensioned seat belts slacken automatically, and the occupants are able to reset the positions of the seats and sunroof. New electronic safety-enhancing aids There then follow new control concepts which are designed to help relieve the strain on the driver, so they can devote their full attention to the often complex situation on the road ahead. The Headlamp Assist introduced in 1998 automatically switches the exterior lights on, the rain sensor has been controlling the wiper interval since 1995, the automatic climate control first brought out in 1977 keeps the interior at the desired temperature, the interior mirror and driver's side exterior mirror dim automatically when required, while the nearside exterior mirror alters its position when reversing to give the driver a view of the kerb. LINGUATRONIC has allowed voice control of the telephone, audio and navigation systems since 1997 meaning the hands can stay on the steering wheel. The DISTRONIC system launched in 1998 employs a radar sensor and a highperformance computer to keep at a constant distance from the vehicle ahead. Passenger car models have been available since 2003 with the active light function, which gives a better view of bends at night and is extended in 2006 to create the Intelligent Light System. Intelligent driver assistance systems from Mercedes-Benz Assistance systems are becoming increasingly important these days as a means of supporting drivers in their complex task. The dozen or so new or improved driver assistance systems that make their debut in 2009 in the current E-Class and S-Class models, for example, play a crucial role in this regard. The unique interaction of state-of-the-art safety technology makes it possible to extend the cars' "senses" and enhance their intelligence. This makes them part of the "thinking" process, capable of seeing, feeling, reacting instinctively and acting autonomously and thereby able to actively come to the driver's aid in critical situations.
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Proven technologies like ABS, ESP and Brake Assist therefore work alongside as many as a dozen new or improved driver assistance systems to help prevent accidents or lessen their impact. These range from Adaptive Highbeam Assist to the ATTENTION ASSIST drowsiness detection system to automatic braking at full power when there is an acute collision risk. There are two new active assistance systems to further relieve the burden on the driver: the Active Blind Spot Assist alerts the driver to a risk of collision when changing lanes due to the presence of another vehicle in the adjacent line that is hidden in the exterior mirror's blind spot. If the driver ignores the system's warnings and starts to draw dangerously close to the vehicle in the adjacent lane, the Active Blind Spot Assist springs into action, applying the brakes at the wheels on the other side of the vehicle in such a way as to produce a yawing movement that can avert a collision. Active Lane Keeping Assist is now linked to the ESP for the first time too. This system kicks into action if the vehicle inadvertently drifts over a solid line to the right or left of its lane. When this happens, the Active Lane Keeping Assist acts via the ESP system to brake the wheels on the opposite side to prevent the vehicle from crossing the line. At the same time, a display flashes up in the instrument cluster to warn the driver. LED headlamps with pinpoint road illumination Development still has a long way to go, however. The potential for the future is clearly illustrated in 2009 by the ESF 2009 Experimental Safety Vehicle based on the S-Class. For an improved view in the dark, there are LED pixel headlamps, which light up the road more effectively and further, at the same time as preventing any other road users detected from being dazzled. With this adaptive "partial" main beam system, as it is known, the driver can leave the main beams switched on constantly. As soon as the system detects oncoming traffic via its camera, it automatically adjusts the light distribution as
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appropriate. New reflective strips along the sides furthermore make the vehicle more visible to other road users at night when approaching from the side. One of the technologies which Mercedes-Benz perceives as holding great promise for the coming years and decades is car-to-car communication, which makes it possible to warn drivers of objects or vehicles before they can see them, because they are hidden by crests in the road, bends or buildings, or when driving in fog. The size-adaptive airbag adjusts to the seat occupant Another of the new features in the ESF 2009 is the size-adaptive airbag. This adapts to the individual seat occupant, by using sensors in the seat to register the front passenger's weight and seat position. Based on these parameters, the size-adaptive airbag varies both its volume and its absorption properties, in other words the firmness with which it catches the passenger. In contrast to a conventional front passenger airbag with a capacity of around 120 litres, here the size can be adjusted to any value between 90 and 150 litres. This achieves the best possible coupling between occupants and vehicle in an accident. In an accident, there are additional hazards inside the vehicle as well. In an unfortunate scenario, the passengers can also collide together and injure each other. Inter-Seat Protection is designed to guard against this: within fractions of a second, a lattice-like airbag support structure extends from between the front seats to keep the driver and front passenger apart. Mercedes of the future performs all-round check for accident risks PRE-SAFE 360 heralds a further improvement in passive safety by monitoring the car's surroundings in all directions. This means it also keeps on eye on what's going on behind. Should the system detect the risk of a collision from the rear, it automatically applies the brakes around 600 milliseconds before the point of impact. Applying the brakes to the vehicle when it is already stationary helps to reduce the risk of it being catapulted out of control towards a junction or a pedestrian crossing.
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An even more futuristic-sounding concept goes under the name of PRE-SAFE Structure. This features a sort of "airbed" made of metal, which is designed to offer extra protection in the event of a side impact. The lightweight metal sections are normally folded up to save space and concealed from sight. If they are required, a gas generator builds up an internal pressure of 10 to 20 bar within a few fractions of a second, causing the sections to unfold and produce a highly stable structure. The "braking bag" is more spectacular still. The ESF 2009 experimental vehicle is fitted with such an airbag between the front axle carrier and the underbody panelling. If the system of sensors detects a collision that can no longer be averted, the vehicle reacts by triggering two measures almost simultaneously: PRE-SAFE automatically applies the wheel brakes at full power, as it is already capable of today in the E-Class, S-Class and CL-Class. A short time later, the "braking bag" is deployed whose friction coating braces the vehicle against the surface. The vehicle's vertical acceleration increases the downward force and, as a result, the amount of friction too, helping to further decelerate the vehicle before the impact occurs. Compared to a vehicle without braking bag, this has the effect of approximately doubling the braking rate, greatly reducing the impact speed and consequently the collision's severity. The airbag brake effectively acts like an additional crumple zone. Accident-free driving remains an ambitious goal for the future The quest for accident-free driving poses a multifaceted and, above all, ongoing challenge: the aim of the engineers will always be to make the next generation of vehicles safer than the last, while also reacting to the evolution of the complex machine that is the motor car and to changes on our roads.
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Mercedes safety development milestones

1901 The Mercedes 35 hp sets the mould for the modern-day motor car. The long wheelbase, the large track width and the low centre of gravity give it particularly safe handling characteristics. 1921 For the first time, front wheel brakes are included as standard on a Mercedes for far superior deceleration starting with the highest-powered model, the 28/95 hp Sport. Before this, brakes had only been customary on the rear wheels and the drive shaft. Four-wheel braking becomes available for all Mercedes passenger car models from summer 1924. 1931 A further driving safety milestone is reached with the 170 model (W 15) as the first series-produced passenger car with independent suspension for all four wheels ("swing axles") and a hydraulic braking system. 1933 Premiere of the double-wishbone independent front suspension in the Mercedes-Benz 380 (W 22). This groundbreaking construction, which performs the tasks of wheel guidance, suspension and damping separately from one another, becomes the standard front suspension concept not just at Mercedes-Benz, but for numerous manufacturers worldwide. 1939 The first prototype of a passenger car with a highly rigid floor assembly, integral side impact protection and a three-part steering column. 1947 The "Terra Cruiser" prototype developed by Mercedes-Benz engineer Bla Barnyi is the first motor car with a safety steering column.
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1949 The patented safety conical-pin lock prevents the doors from bursting open in a collision. 1951 Mercedes-Benz files a patent for the world's first safety body with a rigid passenger compartment and defined crumple zones. It enters series production in 1959. 1954 The single-joint swing axle makes its series production debut in the Mercedes-Benz 220 (W 180). This same axle construction is used on the new W 196 Formula 1 racing cars too. 1958 Mercedes-Benz offers lap belts as an option for the front seats in its passenger car models. 1958 A patent is filed for the wedge-pin door lock with two safety detents developed by Mercedes-Benz. 1959 The crumple zone goes into production: the Mercedes-Benz 220, 220 S and 220 SE models (111 series) are the fist series-production cars to have a safety body and an "injury-proofed" interior. 1959 Mercedes-Benz starts conducting systematic crash tests at the Sindelfingen plant, which become an intrinsic part of the vehicle development process and take place outdoors until 1973. The accident researches are able to optimise individual components, such as the steering and restraint systems, far much more quickly and cost effectively using sled tests instead of the elaborate crash tests. The sled is braked by means of large gherkin tins from the factory canteen, which act as a crumple zone. The man who devised this efficient and cost-saving method Rolf Maier is nicknamed "Gherkin Maier" by his colleagues.
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1961 Diagonal shoulder belts are offered as an optional extra instead of the previous lap belts. All Mercedes-Benz passenger cars include anchorage points for seat belts as standard. Mercedes-Benz equips the 300 SL Roadster (W 198) with disc brakes all round as standard. 1963 The Mercedes-Benz 230 SL (W 113) becomes the first sports car with safety body. Mercedes-Benz introduces the hydraulic dual-circuit braking system for all passenger car models. 1967 The safety steering system featuring a telescopic steering column and steering wheel with impact absorber comes as standard on all Mercedes-Benz models. Work starts on the development of the airbag. 1969 The Mercedes-Benz Accident Research unit, which analyses what happens in reallife road accidents, is inaugurated, and development of the belt tensioner begins. 1970 Mercedes-Benz presents the first generation of the anti-lock braking system (ABS) in an experimental version. 1971 The new 350 SL Roadster (107 model series) is unveiled with numerous safetyrelated innovations on board: the belt buckle of the optional three-point inertiareel seat belts is mounted on the seat frame for the first time, the fuel tank is placed in a crash-protected position in front of the rear axle, and the four-spoke safety steering wheel with its large impact boss offers the best possible protection for the driver. Side windows and tail lights with low dirt build-up optimise visibility, while the new bow handles without a pushbutton can be easily opened even after an accident, without the doors bursting open first.
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On the occasion of the ESV (Enhanced Safety Vehicle) Conference in Sindelfingen, Page 102 Mercedes-Benz presents experimental vehicles equipped with three-point inertiareel seat belts, belt tensioners, belt force limiters, as well as airbags for both driver and front passenger. Mercedes-Benz files a patent for the airbag. 1973 Three-point inertia-reel seat belts and front head restraints come as standard on all Mercedes-Benz passenger cars. 1974 The first ever offset crash tests take place in Sindelfingen. 1976 The safety steering system with corrugated tubing enters production in the 123 model series as a world first. 1978 The 116-series S-Class becomes the first car in the world to offer the second generation of the anti-lock braking system (ABS). By 1980, it is available for all Mercedes-Benz passenger cars. The offset crash test with 40-percent frontal overlap is defined as an internal testing method that closely reflects reality. 1979 The 126-series S-Class is the world's first motor car to feature a fork-arm structure specifically designed for an offset front impact. The new saloon's front seat belts are height-adjustable. Seat belts are fitted for all outer seats as standard throughout the Mercedes-Benz passenger car range. 1981 The driver's airbag and the belt tensioner (on the front passenger side) become available for the first time in the S-Class Saloon and Coup models (126 series). 1982 The multi-link independent rear suspension makes its debut in the Mercedes-Benz compact class (201 series) and sets new benchmarks for driving safety and comfort.
1984 Mercedes-Benz equips all passenger car models with front seat belt tensioners as standard. Mercedes-Benz introduces the ABS anti-lock braking system as standard in the S-Class (126 series) and SL models (107 series). From 1988 onwards, it forms part of the standard specification on the mid-range 124 model series too. 1985 Mercedes-Benz brings out three electronically controlled drive systems: 4MATIC all-wheel drive (124 series), the ASD automatic differential lock (201, 124 series), as well as ASR acceleration skid control (126 series). 1987 At the IAA Motor Show, Mercedes-Benz presents the first front passenger airbag, which is optionally available for the S-Class (126 series) and, from 1988, the mid-range 124 model series too. 1989 The new SL Roadsters (R 129) make their debut with a belt system integrated into the seats, plus a rollover bar that pops up automatically if the vehicle is on the verge of turning over. 1991 Mercedes-Benz presents an actively controlled suspension system for the first time in the C 112 research vehicle. It enters production in 1999 as Active Body Control in the CL-Class. The driver's airbag is added to the standard specification list for the S-Class (140 series), the SL sports car (R 129) and the 500 E (W 124). The V12 models are additionally fitted with a front passenger airbag as standard too. 1992 From October of this year, the driver's airbag and the anti-lock braking system (ABS) become standard on all Mercedes-Benz passenger cars. The front passenger airbag is available as an option for all model series and fitted as standard in the
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S-Class. The offset crash into a deformable barrier becomes a standard test for the development of new Mercedes-Benz models. 1993 Mercedes-Benz offers integrated child seats for the rear seat unit for the first time. 1994 Premiere of the Electronic Traction System (ETS) in the six-cylinder S-Class (140 series) and SL-Class (R 129) models. Mercedes-Benz unveils the ESP Electronic Stability Program, which enters series production the following year in the V12 models. 1995 World premiere of the xenon headlamp with dynamic headlamp range control in the E-Class (W 210) and the SL-Class (R 129). The new E-Class (W 210) comes with integral belt force limiters for the front seats for the first time. Sidebags for the front doors can be specified as an optional extra. The Electronic Stability Program (ESP) makes its debut in the S 600 Coup as a world first, and is soon standard on the S 600 and SL 600 too. It is initially offered as an option for the V8 models. 1996 Brake Assist (BAS) is launched as another world first in the S-Class (140 series), CL-Class (C 140) and SL (R 129), with the remaining Mercedes-Benz model series following in 1997. 1997 The ellipsoid firewall and automatic child seat recognition make their debut in the new SLK Roadster (R 170). Thanks to its sandwich-floor concept, the compact A-Class (W 168) achieves typical Mercedes standards of occupant safety. Sidebags, belt tensioners and belt force limiters are all included as standard.
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The pairing of the electronically controlled 4MATIC all-wheel-drive system and ESP in the 210-series E-Class marks another milestone in the field of driving safety. The new M-Class (W 163) is launched with the electronically controlled traction system 4ETS. 1998 Mercedes-Benz equips the A-Class (W 168) as standard with the Electronic Stability Program (ESP), acceleration skid control (ASR) and Brake Assist. The AIRMATIC air suspension system enters production in combination with the Adaptive Damping System (ADS II) in the new S-Class (220 series). The 210-series E-Class becomes the first model to be fitted with the newly developed windowbag. The new S-Class (220 series) is the first model from Mercedes-Benz to feature an adaptive front passenger airbag, which deploys in two stages according to the severity of the accident. 1999 The Active Body Control (ABC) suspension celebrates its world premiere in the CL-Class (C 215). All Mercedes-Benz passenger cars (with the exception of the SLK) are equipped with ESP as standard. The SLK (R 170) follows suit at the start of 2000. 2000 Mercedes-Benz equips the new C-Class (203 series) as standard with adaptive airbags on the driver and front passenger side as well as windowbags and sidebags. A newly developed head/thorax sidebag makes its world debut in the SL-Class (R 230). 2002 The AIRMATIC DC (Dual Control) air suspension system is launched in the new 211-series E-Class. 4MATIC permanent all-wheel drive also becomes available for the C-Class (203 series) as well as the S-Class (220 series) for the first time. The new E-Class (211 series) features up-front sensors as well as automatic classification of the front passenger's weight, allowing control of the restraint
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systems to be adapted even more to the specific situation. Apart from adaptive front airbags, the front seats are fitted with two-stage belt force limiters too. For the first time, the standard specification also includes belt tensioners and belt force limiters in the rear. The revolutionary new anticipatory occupant protection system PRE-SAFE is premiered in the 220-series S-Class. For this first time, the vehicle's occupants can be prepared for a possible collision as a precaution. PRE-SAFE marks the start of a new era of passenger car safety development at Mercedes-Benz. 2003 Mercedes-Benz introduces the active light function in the E-Class (211 series), which improves illumination of the road in bends by up to 90 percent with dipped beam on. 2005 Mercedes-Benz presents a series of new active safety systems in the new S-Class (221 series). These include the new BAS PLUS Brake Assist system, which tracks vehicles ahead using radar. Mercedes-Benz furthermore offers the S-Class with Night View Assist, which shows an infrared night image of the area in front of the vehicle in the instrument cluster display. Meanwhile, the adaptive brake lights alert traffic behind to emergency braking even more clearly by flashing quickly. The NECK-PRO head restraints are yet another important contribution to occupant safety from Mercedes-Benz. The crash-responsive head restraints are included as standard in the C-Class (203 series), the CLK (209 series), the CLS (C 219), as well as the E-Class (211 series). 2006 The 211-series E-Class is the first car in the world to be offered with the Intelligent Light System. The system includes five different lighting functions designed specifically for typical driving situations and weather conditions. Mercedes-Benz launches the PRE-SAFE Brake with autonomous partial braking in the S-Class (221 series) and the new CL-Class (C 216). This system, the only one of its kind in the world, brakes the vehicle automatically prior to an impending rear-end collision. State-of-the-art radar technology is employed to monitor the situation in front of the car.
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2009 Mercedes-Benz further extends its lead in the field of safety with the new E-Class (212 series). Around a dozen new or improved driver assistance systems are on hand to help prevent traffic accidents or reduce the severity of the impact. They include ATTENTION ASSIST, which analyses over 70 different parameters throughout the journey to detect when drivers are becoming drowsy and alert them before they fall into a dangerous microsleep. In addition to this, the DISTRONIC PLUS proximity control system and the PRE-SAFE Brake with autonomous emergency braking can be added as optional extras. Mercedes-Benz showcases groundbreaking innovations derived from its latest safety findings in the ESF 2009 research vehicle based on the S-Class, and clearly illustrates the potential for the future. The highlights aboard the ESF 2009 include PRE-SAFE Structure metal sections which inflate with split-second speed to give more stability to structural components as well as the "braking bag" as it is known. This airbag housed within the vehicle floor is deployed shortly before a collision once it is deemed to be unavoidable, and acts as an additional brake by bracing the vehicle against the road surface with its friction coating. PRE-SAFE Pulse is able to reduce the strain on the occupants' torsos by around a third. It does so by moving them towards the centre of the vehicle by up to 50 millimetres when a collision is imminent. Interactive Vehicle Communication enables the ESF 2009 to exchange warnings of bad weather or obstacles in the road with other vehicles, while the Spotlight function is able to pinpoint potential danger spots ahead. 2010 World premiere for two new active driver assistance systems in the CL-Class (C 216) and S-Class (221 series). The radar-based Active Blind Spot Assist warns the driver when changing lanes if another vehicle is detected in the exterior mirror's blind spot. If the driver ignores the warnings, the ESP system attempts to avert a collision with the adjacent vehicle by means of corrective braking.
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With the Active Lane Keeping Assist, a camera attached to the windscreen detects Page 108 solid lane markings, allowing the system to warn the driver when the vehicle is drifting unintentionally out of its lane. Should the driver fail to react, the system will apply the brakes at one or more wheels so as to prevent the vehicle from veering out of its lane.
125 years of pioneering design
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Distinctive design idiom helps define the Mercedes-Benz brand identity

At Mercedes-Benz, pioneering automotive concepts and a high level of design expertise have what is arguably the longest tradition anywhere. And the finest evidence of that pioneering spirit and innovative power is to be found in the world's first motor car, the Benz Patent-Motorwagen of 1886. The delicate design of the three-wheeler also makes very clear, even at a quick glance, that a new age of mobility has begun. The lines of the PatentMotorwagen, created by its inventor Carl Benz himself, represent the embodiment of pure engineering skill. Design or, as we sometimes call it, styling, was not initially a discipline in its own right, so automotive development in those early years followed the techniques used in the building of carriages. A radically new automotive architecture in the form that we, in essence, still use today, was defined early in 1901 by the Mercedes 35 hp, the original forbear of all modern passenger cars. This milestone in automotive history established for the first time an independent design for the motor vehicle and is still seen today as a masterpiece of technical ingenuity and beauty. The characteristic features here are the long, sleek lines, an engine set deep into the frame and a radiator grille integrated organically into the car's front section. This, which became known as the honeycomb radiator, was to become over time a brand-defining feature. The 35 hp, which was also the first vehicle to bear the brand name Mercedes, marked the final departure from the carriage-style design then prevailing across the industry and would thus go down in history as the first modern-day motor car and as a trailblazer for new concepts. Many other manufacturers would go on to adopt this innovative concept, which was proven to be superior in every aspect. The claims of Mercedes-Benz to both
conceptual and technological leadership were thus established at a very early date. Right from the very beginning, part of the innate responsibility felt by the founding fathers of the oldest automotive manufacturer in the world was to deliver constant improvements to their products as a way of always being able to offer their customers the best possible solution. 1909: engine compartment and body merge into a single formal unit The same thing applied in terms of the aesthetic design of the motor car, influenced in not inconsiderable measure by the "Lightning Benz", launched in 1909. The innovative design of this automotive milestone, conceived originally as a racing and record-breaking car, saw aerodynamic principles followed for the first time and managed at the same time to convey a tremendous sense of dynamism through its very coherent design idiom. Even though aerodynamics were not an important issue for road-going vehicles of the era, the "Lightning Benz" nevertheless set new standards in automotive development: the chassis, including engine and front end, was no longer separated at the bulkhead from the main part of the body, but joined to it as one formal unit. This characteristic design feature became common in passenger cars in general at around the same time - although in several stages, due to the varying widths of the vehicle bodies. One particularly distinctive design feature was what became known as a torpedo. Also known as a cowl, this curved section beneath the windscreen provided a formal link between the engine box and the body. In the years that followed, Mercedes-Benz cars would receive enthusiastic praise time and time again for their innovative approach to design, seen as a reflection of both the philosophy and the profile of the brand. Design draws attention to the product and is also a visual interpretation of the brand values. Mercedes 540 K as the epitome of sporty elegance While powerfully masculine, sculpted lines characterised the Mercedes-Benz models of the 1920s, design from the early 30s onwards began to focus more on softer, flowing lines and more rounded styling elements. An absolute highlight of
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this development was the Type 500 K of 1934 and its largely identical successor, the 540 K, introduced in 1936. Both models were built in a range of different body variants. Their custom-designed bodywork and elegant, flowing lines, made them objects of sheer beauty and the embodiment of the automotive aristocracy par excellence. The elegant lines and sophisticated shape of the body were complemented perfectly by the interior design, giving rise to an impression of absolute harmony which, in turn, was reinforced by the use of high-quality and exquisitely crafted materials. In those days it was perfectly common to take a basic chassis and have a customised body individually made for it by an independent bodybuilding company. Mercedes-Benz's company-owned "Sindelfinger Karosserie" however, with Hermann Ahrens at the helm from 1932 onwards, soon set the benchmark here with some extremely elegant designs. Bodywork made in Sindelfingen It was not only their elegance but also the sheer variety of the Sindelfingen car bodies that reached a zenith in the 1930s. The design principle involving a combination of chassis and separate body that had prevailed since the very early days of the motor car meant that customers were able to put together virtually any type of vehicle out of a whole range of different body variants. The enclosed Saloon and Pullman Saloon models that, since the mid-1920s, had begun to dominate over the open versions prevalent until then, were still being built in the classic two-box design in the 1930s. Engine compartment and passenger compartment formed one unit, while the luggage compartment and spare wheel carrier were added on the back and didn't start to be formally integrated until the mid-1930s. A step into the modern age: the Ponton design of 1953 Following an interim step, characterised by the Type 220 of 1951 and - even more so - by the Type 300 "Adenauer Mercedes", Mercedes-Benz finally
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completed the transition into the modern age in 1953, with the Type 180. The integral body construction, now firmly welded to the chassis to form a single unit, had become reality in the form of the three-box design, or Ponton shape. The third "box", along with the front end and passenger compartment, is provided here by the boot. The all-enveloping "Ponton" body was not only a convincing blend of improved stability and better safety in the event of an accident, it also had a much more contemporary look. Compared with the classic shape involving pronounced wings, free-standing headlamps, running boards and a short rear overhang, the Ponton models also offered the very practical advantages of a more spacious interior, better visibility, lower drag coefficient, less wind noise and a significantly larger boot. For all the modernity of its lines, the interior design reflected values that had always been typical of Mercedes-Benz. High-quality materials and interior details designed to complement perfectly the bodywork styling added up to a harmonious overall impression. But never at the expense of that sense of functionality that is also so typical of Mercedes-Benz, starting with the arrangement of its meters and gauges. All the controls, such as switches and levers, were not only stylish in their design but also perfectly shaped and ergonomically well positioned, while their use was always intuitive. Mercedes Gullwing becomes a design icon Many outstanding Mercedes-Benz models have left their lasting mark on the development of automotive design. Often described as a design icon, the Mercedes-Benz 300 SL "Gullwing" embodied elegance and class after the Second World War like no other car of its age. Even today, it is still a highly desirable car and was voted "Sports car of the century" by an international jury of automotive experts in 1999. Designed by Friedrich Geiger, the fascination of the 300 SL at its debut in 1954 lay not only in the gull-wing doors that were dictated by the car's structural design, but in its appearance as the first Mercedes-Benz road vehicle not to feature a vertical radiator grille. Instead, it sported a horizontal air intake
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opening with a centrally positioned three-pointed star. This new front end would go on to characterise all subsequent SL sports tourers. Removable steering wheel to facilitate getting out of the vehicle As typical of so many sports cars, the restricted design of the 300 SL's interior represented a snug fit for both driver and passenger. Pure sportiness was the dominant message here, along with a pronounced sense of functionality and some intelligently designed details. One example of this can be seen in the way the steering wheel can be folded upwards. This simple and thus in practice all the more effective constructive device enabled the driver to get in and out of the car with relative speed and ease, despite the large-diameter steering wheel and the high side skirts dictated by the design. The basic principle here, incidentally, was derived from motor racing and is still used there today: in today's Formula 1 racing cars a removable steering wheel ensures that the driver can very quickly get out of the tight-fitting cockpit. 1959: tail fins as rear markers The 220, 220 S and 220 SE models introduced in 1959, which became known in popular parlance as "Fintail" models, also set a new benchmark with a design that united function and elegance in peerless style. The tail fins, officially described as rear markers, were both attractive in design and also of practical use when parking. Together with the car's excellent all-round visibility, they represented an early anticipation of changing customer expectations. This was not the only detail whereby the "Fintail" followed the designers' maxim of "Form follows function": it was an approach that was also consistently applied in the design of the interior. A particular feature was the use of flexible materials on the dashboard, along with partially recessed controls that would yield under pressure, as a way of preventing or minimising injury in the event of an accident. A padded steering wheel boss and an interior mirror that would give way and even come off upon impact were also important examples of the way the interior appointments were designed to reduce injury hazards in accidents.
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The interior design thus played a key role in ensuring the safety of the car's occupants. It complemented the robust structure and crumple zones of the safety body, as exemplified here for the first time in the "Fintail" model, to deliver a comprehensive, integrated safety concept. The same, but different Despite the shared formal features that made the various model series instantly recognisable as members of the Mercedes-Benz family of models, they were nonetheless necessarily differentiated by their design, as customers had come to expect. The two-door coup variant of the 220 SE, for example, launched in the Spring of 1961, displayed design elements all of its own - including doing away with the tail fins of the saloon. The clear lines of this timelessly beautiful coup came to dominate Mercedes-Benz design in the 1960s and went on to influence the styling of all subsequent series of luxury class and upper medium-size saloons. The 350 SL sports car launched in 1971, as well as the S-Class of 1972, were influential in defining the 'look' of Mercedes-Benz passenger cars and made the integral safety concept both visible and tangible. The generously sized headlamps, here more horizontally aligned, were particularly striking, as were the large-format indicator lights, clearly visible from both the front and the sides. The famous grooved tail lights not only set a new design trend but were good at repelling dirt. Another new feature was the grab bar-style door handle. Incorporated sleekly into the bodywork design, this was nonetheless easier to use. It also provided additional safety in the way it prevented the door from unintentionally opening in the event of an accident yet allowed potential rescuers to take hold of it with both hands. C111 writes design history Concept and experimental vehicles like the C 111 of 1969 also enabled Mercedes-Benz to write design history. Although this car never went into production, it had a considerable influence on future automotive development. Innovative design is a characteristic feature of Mercedes-Benz, yet the brand
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always maintains its unique identity - in the case of the C111 amongst other things through its gullwing doors, which would go on to enjoy a further comeback in the SLS AMG of 2009. There has never therefore been a decision to give precedence to innovation over tradition - the achievement of both is the objective. The following three statements may be seen as a guideline: o o A Mercedes-Benz must always be recognisable as a Mercedes-Benz. It must convey to the customer all the values that are part of being a Mercedes-Benz, and that the customer expects of it. o Design involves a maximum of innovation within the parameters set by a respect for the traditions of the brand. Bruno Sacco's all-encompassing philosophy of design In the 1970s, Head of Design Bruno Sacco used this as the basis for the very first, all-encompassing philosophy of Mercedes-Benz design. Its first principle stated: a Mercedes-Benz must be intuitively recognisable by members of the general public in any cultural setting, anywhere in the world, as being part of the family. And when a Mercedes-Benz goes on to be further developed in a next generation, the identity of the model series should be maintained. Bruno Sacco coined the term "vertical affinity" for this phenomenon. It became the defining principle of the Mercedes-Benz design philosophy and ensured that, even when a newgeneration model was launched, its predecessor would not look outdated. The second supporting pillar of the Mercedes-Benz design philosophy is brand identity. This demands that traditional design characteristics should be nurtured, further developed and applied in all model series, one beside the other. This is what Bruno Sacco called "horizontal homogeneity", and finds its expression for example in the design of radiator grilles, headlamps and tail lights.
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Mercedes cultivates long-life design In essence, this means that design at Mercedes-Benz is always an evolutionary process. Every Mercedes is recognisable as a member of the same family as its predecessors and as those model series with which it is concurrent. This is a principle which has remained incontestable for all subsequent Heads of Design at Mercedes-Benz. Professor Gorden Wagener, who currently holds responsibility for Design at Mercedes, expressed it in the following terms: "A Mercedes is always recognisable as a Mercedes. And even after 30 years, a Mercedes will not look old. It's what we call long-life design." His predecessor, Professor Peter Pfeiffer, added: "A Mercedes-Benz is a mixture of continuity and creativity, of the traditional and the modern. This is what gives Mercedes models their long-term stylistic value and ensures that many of our vehicles go on to become highly desirable classic cars." Mercedes S-Class of 1979 becomes a design trendsetter There are two further stylistic trendsetters that need to be considered in this context: the S-Class of 1979 and the compact class of 1982. Their design blended traditional elements with new forms developed as part of a process of aerodynamic optimisation. Details such as the rising belt line, the integrated bumpers, the narrowing, tapering effect of the rear section and the sharp edges of the boot were the cause of considerable discussion in the early days but soon, and frequently, came to be imitated. It is a design that has remained fresh and timeless right up to the present day. Its successful synthesis of the traditional and the modern means that the S-Class of 1979 is still, even today, considered one of the most beautiful cars in the world. With the successor to the compact class, which went on the market as the C-Class in 1993, Mercedes-Benz presented its response to the growing desire of its customers for individuality. The C-Class was available in four different design and equipment lines, whereby it was the interior design in particular that provided the expression of the specific character of the chosen model. Alongside a classic version were the lines ESPRIT, offering a fresh and youthful interior design package, SPORT for a determinedly sporty style of driving and
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ELEGANCE, which offered a superior level of comfort. Over the ensuing years varying design and equipment lines were offered in various model series in an effort to meet a broad range of tastes. Since 1993: the dream of individualisation becomes reality Since 1995, the designo programme has taken things a step further, offering Mercedes-Benz customers with particularly discerning tastes and a strong desire for individualisation an additional range to choose from. Any number of combinations are possible, involving unusual paintwork colours, extra-soft leather in exclusive colours and trim elements with a surface finish of fine wood, piano lacquer, stone or perhaps leather. Fine metallic particles in the individual layers of paintwork that make up the exclusive paintwork colour designo varicolor provide a stunning, shimmering play of colour - depending on the intensity of light and the surroundings. The growing need of its customers to express individuality was behind the fresh challenges faced by the Mercedes-Benz designers in the early 1990s. This was the period that saw Mercedes-Benz enter a new era with its first major strategic project initiative. The passenger car model range, which up until that point had essentially comprised just three model series, was extended to include a broad portfolio of products. With the SLK, the CLK, the A-Class and the M-Class, the brand entered a whole series of new market segments in quick succession. The company expanded, along with its product portfolio and production figures, while the world of values for the Mercedes-Benz brand became ever more complex. The strategy of horizontal homogeneity came up against its limits for the first time, especially since radically new vehicle concepts went hand in hand with new, stand-alone design ideas. All this led in the early 1990s to the Mercedes-Benz design team defining a new concept for the design of future model series.
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Four-eyes as the new "trademark look" for Mercedes A first step in this process came with the familiar "four-eyed" look of the 1995 E-Class, with its two pairs of large, slightly elliptical headlamps of varying sizes. The attractive and dynamic appearance of this saloon was matched by similar developments in the image of the Stuttgart automotive brand. That the linking of bold (contemporary) innovation with a design idiom that remained true to the brand could produce a product with a viable long-term future, was proved just two years later by the A-Class. For this completely new-style, compact four-door model with tailgate, the team responsible were able to venture down new paths in terms of its design, which only a brand with the self-assurance of Mercedes-Benz could have followed. The avant-garde nature of the A-Class's styling reflects the innovative technology inherent in features such as its sandwich-design floor and its intelligent spatial concept. Its fascination lies in details that point to the future, in both stylistic and functional terms. 1998: a new lightweight S-Class Time and time again the Mercedes-Benz designers would give a new flair to the further development, in design terms, of established vehicle concepts - as they did with the S-Class that was launched in 1998. The design idiom of this top-of-the-range model was at one with its sophisticated technology, and yet at the same time managed to symbolise the new and progressive brand image of Mercedes-Benz. The sporty elegance of its sleek lines gave the almost coup-like saloon an appealing lightness in appearance. The design of the interior reflects the flowing lines of the exterior, setting new standards for interior design. An integrated trim line in wood, which is followed through on the doors as well, emphasises the broad double sweep of the dashboard and, at the same time, serves to reinforce a generous sense of space. This is further underlined by the design of the door trim and seats, which exude character, lightness and a sense of luxury.
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Fine design detailing: indicators in the exterior mirrors What is also so typical of design at Mercedes-Benz is the way in which so much attention is invested in even apparently minor details. In the S-Class, for example, the side indicator lights that are required by law were for the first time integrated into the mirror housing. The result was not only a more harmonious appearance, but also an improvement in safety. Setting trends with new vehicle concepts has always been a central tenet of the Mercedes-Benz philosophy. Another pacemaker in terms of automotive engineering, and further evidence of the visionary power of the brand, was an automotive beauty that took centre stage in 2003: the Vision CLS, which went into series production a year later. An inspirational symbiosis of the elegant design idiom of a coup and the functionality of a four-door luxury-class saloon, the CLS was the forerunner of a new generation of coups - in this instance tailor-made for the connoisseurs among automotive enthusiasts. 2003: Mercedes reinvents the coup High standards such as these also helped to define the interior design of the CLS. It is a convincing blend of very typical Mercedes-Benz strengths, such as quality, functionality, excellent ergonomics and intuitive controls. At the same time, it has a very special flair all of its own. This comes from, amongst other things, the unusual materials used, such as fine leathers and woods left in their natural condition. The fluid sweep of the dashboard complements the design line of the CLS and is followed through in the transition to the doors and into the rear of the car. This very fluent translation of the exterior styling into the interior results in an extraordinarily harmonious overall impression. The CLS thus represents a further example of the harmony of interior and exterior design that is so typical for the brand. "This four-door coup is a car that has tremendous emotive appeal. I've never heard a car talked about so much in such emotive terms before", was how the then design chief, Peter Pfeiffer, described public reaction to the show car presented in 2003. The sharply defined feature line along the sides of the
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vehicle became the new characteristic feature and was soon identified as the style to follow. New spirit defines the S-Class of 2005 The CLS marked the beginning of Mercedes-Benz's second strategic product initiative, which saw the development of a consistent and coherent image for the brand that nonetheless offered ample scope for differentiation. In the autumn of 2005, the S-Class struck a new, distinctive note. Its design idiom was based on the principles of modern purism, as defined by renowned artists, architects and designers as far back as the early 20th century. A conscious focus on the essential, on the original, functional beauty of an object, was at the heart of this new direction in style. "The new spirit" ("L'Esprit nouveau") was the title of the magazine in which distinguished protagonists of purism, such as the architect and artist Le Corbusier, published their ideas on design. The S-Class was also the harbinger of a new spirit. Its design concept is based on a pureness of line and a renunciation of excessive embellishment. It is with these lines that the S-Class defines a new, forward-looking style for Mercedes-Benz. Its most distinctive characteristic is the interplay between tautly drawn lines and large, quiescent surfaces, combined in a symbolic blend of calm serenity and power. Sharply defined, tautly drawn lines that evolve organically out of the surfaces, only to submerge gently back into them, give rise to the creation of concave or convex surfaces and thus to a fluctuating pattern of contrasts. The sleek and yet clearly defined flow of the car's lines produces a fascinating interplay of light. The taut lines and powerful wheel arches, almost muscular in design, send strong emotional signals that promise the ultimate in driving enjoyment. The clear V-shape, more pronounced on some models than others, serves to underline the dynamic character of the vehicles. In all this, Mercedes-Benz design manages to avoid unnecessary curlicues and formal eccentricities, allowing instead the
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pure shapes of the contours to dominate and so convey an impression of calm, clarity and obvious self-assurance. E-Class swings its hips in the best traditions of the brand As a very typical way of expressing their unmistakable brand identity, current Mercedes-Benz vehicles often take their stylistic cues from the brand's past. Such features include the curving "hips" of the current E-Class family, characteristic of the Ponton vehicles of the 1950s; or the fins and side air intakes of the SL, whose basic shape also dates back to the 1950s. These classic elements are, however, always reinterpreted with a fresh and contemporary twist that enables Mercedes-Benz very consciously and consistently to avoid the foibles of ultra-fashionable and often short-lived retro-trends. The designers at Mercedes-Benz prefer to underline that the models they design have their origins in a company that is steeped in history. This is done by combining familiar, proven stylistic elements of the brand with new ideas, in a way that ensures that the design continues to develop. Mercedes-Benz these days is committed to a consciously differentiated design idiom. This combines the unifying elements that make a vehicle immediately recognisable as a Mercedes-Benz with an interpretation of the design philosophy specific to each model series, so ensuring that each vehicle type has a character of its own. The SUV models, for instance, look quite different from the saloons, coups or sports cars. The result is an attractive blend of individual look and unmistakable brand identity. This principle is also valid as far as the interior design is concerned, and is consistently applied at Mercedes-Benz. Depending on the character of the vehicle, materials, shapes and styling elements are developed and implemented for a specific series or model - individuality and a harmonious overall effect take clear priority over an all-embracing uniformity. The role of interior design, which continues to grow in significance in terms of the overall design task, is now even more important than ever as a way of maintaining the fascination of the beautiful
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over many years. The interior of a car has come to be seen as a living space, where its owner will spend considerable amounts of time. The need to demonstrate a style-conscious flair inside the car as well therefore continues to grow. Keeping customers satisfied: fine materials and top quality Car buyers have become both more demanding and more discerning over the years in this respect. They not only want a wide choice of possible appointments, in the sense of accommodating their personal tastes, but now also set greater store by the use of high-quality materials and precision workmanship. These of course help convey, whilst also making more tangible, values such as aesthetics, comfort and quality as part of the overall visual impression. With the F 800 Style research vehicle that was introduced in 2010, Mercedes-Benz was able to demonstrate how the brand's typical design idiom could be reinterpreted and further developed to give an idea of what the luxury saloon of tomorrow might look like. Its exterior appearance is characterised by a long wheelbase, short bodywork overhangs and the elegant sweep of its roof line. Fine wood finishes and plenty of light ensure a high level of comfort. The cockpit and the armrests in the doors, which appear almost as free-floating sculptures, convey an impression of sophisticated lightness. Head of Design Professor Gorden Wagener sums up the stylistic qualities of the F 800 style like this: "The taut arc of the coup-like roof line, coupled with its balanced proportions, give the car an elegant, sporty appearance that continues the development of the Mercedes-Benz design idiom and serves to emphasise the sculptural character of the vehicle's design. The result is an attractive, unmistakable and memorable visual appearance." The task of the designers is, and always will be, to arouse emotions and keep them stimulated. They work in a creative zone between technology and design with the objective of designing cars that will stand out as much as for their technical qualities as for their emotional intelligence. The designers' work is a
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success if customers buy cars not only for purely rational reasons but also with their heart and mind. For Mercedes-Benz, design has an even greater significance: it is, quite literally, a brand-defining factor. Design helps determine the image of the brand with the three-pointed star, by providing a visual interpretation of attributes such as sportiness, style and the power of innovation, but also of safety, comfort and quality. It is also a very visual way of linking the unique heritage of the brand with its present and its future.
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Milestones of Mercedes-Benz design 1886

With his patented "motor car for gas engine operation", Carl Benz introduces the world's very first car. The design of the three-wheeled vehicle, inspired by a bicycle, is an expression of puristic engineering skill.
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1901
The Mercedes 35 hp establishes an independent design for the motor car and is seen as the first car of the modern age. Its honeycomb radiator, integrated organically into the design, becomes a brand-defining feature.
1906
The Daimler Motor Company in Untertrkheim sets up its own bodywork department.
1909
The famous "Lightning Benz" racing and record-breaking car is the first vehicle in which the design was clearly influenced by aerodynamic considerations.
1910
A significant advance in automotive design: a curved panel beneath the windscreen, described as a cowl or torpedo, links the chassis and engine compartment to the body proper and passenger compartment to create a single, organic unit. The new smooth side walls and a continuous belt line give the car its harmonious appearance.
1911
In parallel to its development of the honeycomb radiator, the Daimler Motor Company developed a second characteristic radiator shape - the pointed radiator, used above all for the sporty and more powerful models in the range.
1920
The DMG plant in Sindelfingen begins production of Mercedes vehicle bodies. 1932 Hermann Ahrens takes over as Head of Special Vehicle Production at the Mercedes-Benz Sindelfingen plant. 1934 With its elegant, flowing body lines, designed by Hermann Ahrens, the 500 K, along with its 1936 successor, the 540 K, marks a high point in Mercedes-Benz design - especially in its Special Roadster version, an absolute dream car of the 1930s. The coup variant established the coup tradition for Mercedes-Benz that continues to this day. 1953: The Ponton-shape integral body construction of the 180 model brings classic Mercedes-Benz design into the modern age. The wings and headlamps are completely integrated into the main body section, which also incorporates the engine compartment and the rear luggage compartment. Out of this emerges in harmonious style a passenger compartment with what was, for the time, a broad expanse of glass. 1954 The birth of the legendary 300 SL, with its gullwing doors, unusual new proportions and a new, flat design for the Mercedes-Benz radiator grille, which would go on to become a characteristic feature of the front-end design of all SL sports cars. This super sports car represents the non plus ultra of automotive design of this era.
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1957 The vertical headlamps with integrated indicator lights that were introduced with the 300 SL become a representative stylistic device, going on to typify the front-end design of Mercedes-Benz passenger cars through to the early 1970s. 1959 The Mercedes-Benz 220, 220 S and 220 SE six-cylinder saloons appear with relatively restrained tail fins, officially designated as rear markers. The "Fintail Mercedes" is also the first vehicle in the world to feature a rigid passenger compartment and energy-absorbing crumple zone, so opening a new chapter in safety engineering. 1961 The two-door coup variant of the 220 SE includes clear design elements of its own, among them its renunciation of the saloon's tail fins. The clear lines of this timelessly beautiful coup dominate Mercedes-Benz design throughout the 1960s. 1963 The appearance of the 230 SL with its unusual new proportions and styling - and the unmistakable "pagoda roof", a removable hardtop whose special shape not only makes it look good but also enhances the rigidity of the car's structure and thus its safety. The Mercedes-Benz 600, with its clear geometric lines, brings new impetus to the segment for exclusive and luxurious prestige vehicles. 1971 The new sports car model 350 SL, together with the S-Class launched in 1972, are clear and tangible embodiments of the integral safety concept, and go on to influence the appearance of all Mercedes-Benz passenger cars. Important design elements here are the generously sized and horizontally aligned headlamps,
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indicator lights that can be clearly seen from both the front and the side, grooved tail lights and the grab bar-style door handles. 1975 Bruno Sacco takes over responsibility for the styling department from Friedrich Geiger, so becoming Head of Design for Mercedes-Benz. 1979 The design of the new S-Class blends traditional elements with new forms developed as part of a process of aerodynamic optimisation. Characteristic of this style are the rising belt line, the integrated bumpers and the narrowing, tapering effect of the rear section. 1982 Mercedes-Benz launches the compact class with the models 190 and 190 E. The design of the new compact model series, the first in a line leading to today's C-Class, follows faithfully the path first taken by the S-Class. The tail end is clearly differentiated from the somewhat lower belt line of the bodywork - in a look that was initially the subject of some controversial public discussion but later came to be seen as timeless and a lasting stylistic influence. 1984 The tail end of the mid-series W 124 range model reveals an almost V-shaped, diagonally cut boot opening. This means that despite the high spoiler lip, dictated by the aerodynamics, the boot sill could be kept low. This V-shaped design is followed through in the tail lights and goes on to become a feature in other model series and later generations. 1991 With the new S-Class, Mercedes-Benz presents a new interpretation of the radiator grille that is so much a characteristic feature of the brand. The grille here is integrated into the bonnet.
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1993 As part of the first major strategic product initiative, a design study for the Mercedes-Benz coup causes something of a stir at the Geneva Motor Show. Seen here for the first time, its four elliptical headlamps represent a completely new interpretation of the Mercedes 'face'. The C-Class, the successor of the compact class, is the first Mercedes-Benz car to be launched in four different design and equipment lines, whereby the interior design in particular is used to define the specific character of the version chosen. 1995 The new E-Class is the first series-production model to display the epoch-making four-eyed look. The new front-end design was also adapted for further model series. The designo programme offers Mercedes-Benz customers with exceptionally discerning tastes a very wide range of possibilities to choose from and combine, with unusual paintwork colours, extra-soft leather in exclusive colours and trim elements in surface finishes such as fine woods, piano lacquer, stone and leather. 1996/1997 The Mercedes-Benz strategic product initiative brings with it the introduction of a whole range of new model series such as the SLK, the CLK, the A-Class and the M-Class. Mercedes-Benz Design finds innovative styling solutions for all of these fundamentally new vehicle concepts. 1998 With its extended, coup-like silhouette, the new S-Class symbolises the new and progressive brand image of Mercedes-Benz. The interior design also sets new standards in the way it complements so perfectly the sporty and elegant exterior styling. It exudes character, a sense of lightness and luxury. Characteristic design features include the side indicator lights which, for the first time, are here transposed into the mirror housings.
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1999 Professor Peter Pfeiffer succeeds Bruno Sacco as Design Director. 2003 The Vision CLS attracts considerable international attention at the International Motor Show (IAA) in Frankfurt. The concept of a four-door coup that offers a high level of comfort for four occupants is met from the start with an enthusiastic reception. The "Autonis" design prize and the title of "Most attractive design study 2003" serve to underline this innovative vehicle's potential to fascinate. 2004 The CLS goes into series production without any major changes as part of the second major strategic product initiative. With a very special character all of its own, that blends typical coup elegance with solid functionality, it soon wins over new groups of buyers. Design characteristics such as the feature line along its sides, the new-style headlamps and the downward sweep of the rear end provide new accents. The sympathetic interpretation of the exterior styling in the interior makes the CLS a particularly fine example of the harmony between interior and exterior design that is typical of the brand. With the second phase of the strategic product initiative comes a new and extended design language. The relationship between the various model series is clearly recognisable, and yet each displays its own, very characteristic design. 2005 The almost puristic lines of the S-Class sets new design trends. With its clear, precisely defined contours and quiescent surfaces, it embodies the new style of design in a very distinctive way. 2007 The C-Class is the first Mercedes-Benz saloon to show two quite distinct faces: the ELEGANCE version displays the classic grille with the Mercedes star standing
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proud on the bonnet, while the AVANTGARDE version features a grille with a star integrated into its centre in a contemporary interpretation of the air intake introduced in the 300 SL of 1954. 2008 Professor Gorden Wagener takes over as Head of Mercedes-Benz Design. With the GLK, Mercedes-Benz brings a breath of fresh air into the compact premium SUV segment. Its boxy outline pays homage to the G-Class, the brand's classic off-roader. 2009 The E-Class reveals a new, avant-garde design which, in the way its rear wings curve, represents a contemporary interpretation of a characteristic design element of the "Ponton Mercedes" of the 1950s. The distinctive design of the new Mercedes-Benz SLS AMG super sports car conveys spontaneous fascination: with its long bonnet, low and well set-back passenger compartment and short rear end with retractable rear spoiler. The gullwing doors are reminiscent of the legendary 300 SL sports car, as is the broad radiator grille with its central Mercedes star along with the wing-shaped cross-fin and the fins on the bonnet and sides of the vehicle. 2010 The F 800 Style research vehicle, with which the Mercedes-Benz designers display their latest interpretation and the continuing development of the brand's design idiom, gives an idea of what the top-of-the-range saloon of tomorrow might look like. Its long wheelbase, short bodywork overhangs and elegantly sleek roof line combine to give the car a stylishly sporty appearance. In the interior, the fine wood finishes and overall sense of brightness convey an impression of lightness and modernity.
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Illustrated highlights Design

Year Innovation Example picture Picture number 88F67
Page 131
1886
Benz Patent-Motorwagen Invention of the motor car
1886
Daimler motorised carriage
87F425
1900
Mercedes 35 hp The first modern-day motor car
22381
1934
1954
Mercedes-Benz 500 K Roadster Elegant sports car with supercharged eightcylinder engine Mercedes-Benz 300 SL First use of direct petrol injection in a production car with four-stroke engine
87F392
83F126
1982
Mercedes-Benz 190 Start of model initiative
85F86
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1996
Mercedes-Benz SLK First compact premium roadster
A99F6272
2004
Mercedes-Benz CLS First four-door premium coup
A2004F424
2008
Mercedes-Benz GLK Compact premium SUV
08C1327_02
2010
F 800 Style Technology vehicle and role model for the new design idiom
10C85_04
Drive system
Year 1898 Innovation Daimler 8 hp "Phoenix" Phaeton First road-going car with four cylinders Example picture Picture Number 87F262
Page 133
1906
Electric propulsion
2008DIG194
1923
First Benz truck with fourcylinder diesel
G9135
1936
Mercedes-Benz 260 D First diesel passenger car
87F451
1975
Hydrogen propulsion
2007M679
1977
Mercedes-Benz 300 SD First production car with turbodiesel
1998M20
1986
Three-way catalytic converter as standard for all passenger cars
B90F2058
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1994
NECAR (New Electric Car) First experimental car with fuel cell drive
2001DIG102
1997
CDI Common-rail direct injection for diesel engines
A97F133
2002
CGI Comeback of direct petrol injection
A2001F5818
2006
Mercedes-Benz E 320 BLUETEC First diesel passenger car with BLUETEC emission control
05C337_21
2009
Mercedes-Benz S 400 HYBRID First hybrid production car with lithium-ion battery
09C208_218
2010
Locally emission-free driving
09C1209_02
2010
Mercedes-Benz SLS AMG E-CELL
10C713_07
Page 135
Safety
Year 1939 Innovation Start of passenger car safety development by Bla Barnyi Example picture Picture Number 1978M37
Page 136
1951
Patented safety body Series production: 1959 Start of accident research
99745
1969
94344-35
1970
First generation of ABS Series production: 1978 in the S-Class
C27505
1971
Patent application airbag Series production: 1980 in the S-Class
05C4102_06
1971
Start of ESV programme (Experimental Safety Vehicle) First offset crash test
71459-31
1973
A93F180
1985
4MATIC All-wheel drive, debut in the E-Class
A92F1365
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1987
First front passenger airbag
88F224
1989
Seats with integrated seat belts and rollover bar that extends automatically
89F469
1992
All Mercedes-Benz passenger cars equipped with ABS as standard
78F67
1995
ESP (Electronic Stability Program) Xenon headlamps
94154-4
1995
06C416_09
1996
Brake Assist (BAS)
06A3962
1997
Automatic child seat recognition
08C647_46
Page 138
1998
Windowbag & adaptive front passenger airbag
A97F3736
2001
Head/thorax sidebags in the doors of roadsters
A2003F394
2002
PRE-SAFE
06C1470_02
2003
Active light function
A2003CD9090
2005
DISTRONIC PLUS, Brake Assist PLUS and Night View Assist
05A2815
Page 139
09C307_14
2006
PRE-SAFE Brake Automatic partial braking in the event of acute danger ATTENTION ASSIST
06C2559_012
2009
08C641_054
2010
Active Blind Spot Assist
08C646_28
2010
Active Lane Keeping Assist
08C646_07
Comfort
Year 1931 Innovation Mercedes-Benz 170 Independent wheel suspension front and rear ("swing axles") Mercedes-Benz 300 First full air conditioning system Example picture Picture Number 2001dig63
Page 140
1958
78562
1982
Mercedes-Benz 190 First multi-link independent rear suspension AIRMATIC Air suspension with Adaptive Damping System (ADS II)
C33837
1998
05A3748
2003
7G-TRONIC First seven-speed automatic transmission for passenger cars
A2003F4334
2004 2007
AIRSCARF Neck-level heating PRE-SCAN chassis Identification of road condition in advance
A2003F9122 08C1185_06
2009
AIRCAP Reduces turbulence when the top is down
10c72_038
Page 141
2010
MAGIC BODY CONTROL
10C942_04

Daimler - 125 Years of Innovation - 2010.12

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125 years of innovation

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

125 years of innovation

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

125 years of performance-enhancing comfort

Driver-fitness safety: "Only a relaxed driver is a safe driver too"

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

125 years of technological leadership

Innovative powertrain engineering for efficient, environmentally compatible driving enjoyment

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand

Daimler Communications, 70546 Stuttgart/Germany Mercedes-Benz A Daimler Brand