If you’re one of the first to get your hands on the new 2010 Mercedes-Benz E-Class and are now contemplating how best to tune your new model, you’ll soon have another option to consider.  Japanese tuning firm Wald has unveiled the first glimpse of their styling package for the new E, and as you can see above, it looks to provide a significantly more aggressive appearance to the sedan (judging from the front at least).

Assuming that it follows in the tradition of their other Black Bison tuning package, expect to see new side skirts, a new rear apron, vented front fenders and 20-inch wheels fitted on the model as well.

We’ll keep you posted when more details of the Wald 2010 Mercedes E-Class Black Bison Edition are released; in the meantime, click the photo below for an enlarged front view of the forthcoming tuning package.

Although we still have a good amount of time to wait before the next generation Mercedes M-Class is unveiled, spy photos of the 2012 model have begun to surface.  As you would expect from a model roughly two years away from its unveiling, the ML is heavily disguised, leaving us to speculate what exactly is in store for the next version of the SUV.

Early rumors indicate a diesel-electric hybrid M-Class is in the works, a strong possibility considering a gas-electric hybrid M-Class should be arriving later this year.  Other rumors indicate the model could receive a plug-in variant – one that features an 80hp (60kW) electric motor paired with a twin-turbocharged and direct-injected 3.5L V6 while boasting the ability to travel up to 18 miles on electric power alone.

At this point it’s far too early to state specifics of the 2012 Mercedes ML, but it’s safe to say the number one task Mercedes engineers face in developing the next M-Class is deciding how best to implement alternative drive systems and subsequently better the SUV’s fuel efficiency.

We’ll keep you posted as new details of the 2012 Mercedes M-Class are released

Now that the new 2010 Mercedes-Benz E-Class is officially on sale here in the U.S., it’s time to start the countdown for the next soon-to-be-released model.  That model, of course, is the 2010 Mercedes E-Class Cabriolet, the drop top version of the Mercedes E-Class Coupe that debuted back in February.

Unfortunately, there’s no clear confirmation as to when the model will be officially unveiled – some rumors place its premier at the Frankfurt Motor Show this fall; others think it will be next March in Geneva – but whatever the case, here are the latest nearly undisguised photos of the model.

As always click any photo to enlarge, and stay tuned for more information on the 2010 Mercedes E-Class Cabriolet as it becomes available.  Also, after checking out the pics below, head over to FastestCar.com where you can check out the full E-Class Cabriolet spy photo gallery (thanks Andrus).

Mercedes-Benz is celebrating two production milestones at its Rastatt plant: the 750,000th new-generation A-Class and the 500,000th B-Class will be delivered in June. The respective vehicles, a lotus blue A 180 CDI with a parking assistance system and a horizon blue B 180 NGT with natural-gas drive are destined for customers in Germany and Great Britain.

“The A- and B-Class continue to be very popular with our customers – you only have to look at their top ranking in the premium compact vehicle segment, not to mention last month’s significantly higher sales figures”, said Dr Klaus Maier, Head of Sales and Marketing at Mercedes-Benz Cars. “At the beginning of the year, Mercedes-Benz also introduced the B-Class in China. It is proving outstandingly popular with Chinese customers and has already far exceeded our expectations.”

Mercedes-Benz has sold a total of more than 2.35 million units of the two model series. On the market since 1997, the A-Class is now in its second generation which was launched in 2004. The B-Class has been in production since 2005. Both models are particularly popular in Germany, their largest market. In May alone, 5300 customers in Germany chose an A-Class (corresponding figure for last year: 3400); this represents an increase of 54 percent. B-Class sales were up by 27 percent with 3900 units delivered (last year: 3000). At 18,900 vehicles (last year: 19,000), worldwide sales in the A- and B-Class segment in May were at the same level as last year. After Germany, the biggest markets for the A- and B-Class are Italy, France and Great Britain. The largest market outside Europe is Japan.

Extra shifts to be worked at the Rastatt plant

Thanks to the significant increase in orders from Germany, Italy, France and Great Britain over the last few weeks, the Rastatt plant will be operating at full capacity until September. Plant Manager Peter Wesp: “The success of the Rastatt-built A- and B-Class is testimony to the outstanding performance of the Rastatt production team who produce up to 1000 vehicles of the highest quality every day. Obviously, the current order situation makes extra demands on us, but it’s also very motivating in the context of the difficult market conditions at the moment.” The third quarter will see two and three-shift working at the Rastatt plant with extra shifts planned for Saturdays in July.

Most popular engines, colours and optional extras

Worldwide, diesel models account for some 40 percent of A-Class sales, the most popular engines being the A 160, the A 180 CDI and the A 180. Among B-Class customers, the top engine choices are the B 180 CDI, the B 180 and the B 200 CDI. One out of two B-Class customers chooses a diesel powerplant. The most popular colours for the A- and B-Class are the metallic paint finishes cosmos black and polar silver which together account for about one quarter of total sales. As far as optional extras are concerned, Active Parking Assist is a favourite. This system, which has been available for all model variants of the premium compact cars since last year’s model update, automatically manoeuvres the vehicle into a parking space which only needs to be 1.3 metres longer than the A-Class or B-Class. The system uses ultrasonic sensors to identify a suitable space and informs the driver by means of a display in the instrument cluster. After accepting the proposed parking space, the driver only has to operate the accelerator while the vehicle takes control of the steering and manoeuvres itself into the space automatically.

The natural-gas alternative

Since the 2008 model update, the B-Class has been available with a bivalent drive: the B 180 NGT BlueEFFICIENCY with 85 kW/116 hp brings both economic and ecological benefits. NGT stands for “Natural Gas Technology” and means that the B 180 NGT can run on natural gas or premium grade petrol without any impact on the engine output. With NEDC combined fuel consumption of 7.3 litres of premium grade petrol or 4.9 kilograms of natural gas per 100 kilometres, the B 180 NGT has an overall range of more than 1000 kilometres. As the drive is bivalent, it is possible to change over to petrol operation simply by pressing a button.

The compact vehicles from Mercedes-Benz are also leading the way in the field of alternative drive systems: small-scale series production of the B-Class featuring a fuel-cell drive with 700-bar technology will be starting up before the end of this year. Equipped with the latest-generation fuel-cell drive, the B-Class F-CELL is not only considerably more compact than earlier fuel-cell systems, but also offers superior performance. The redesigned “stack” is some 40 percent smaller yet develops 30 percent more power and is also highly efficient as its fuel consumption is down by 16 percent. The electric motor develops a peak output of 100 kW/136 hp and maximum torque of 320 Newtonmetres. This means that the B-Class F-CELL is able to deliver highly dynamic performance superior to that of a vehicle with a two-litre petrol engine and has an operating range of up to 400 kilometres.

In October 2006, Mercedes-Benz was the first manufacturer to commence a BlueTEC initiative in the passenger car segment which was timed to coincide with the introduction of low-sulphur fuel in the United States of America. The E 320 BlueTEC proved a great success from the outset, and was voted “World Green Car of the Year 2007”. As a next step, Mercedes-Benz is now due to offer the R, ML and GL 320 BlueTEC in the USA, the world’s first three diesel cars which not only meet the particularly demanding criteria of the American Bin 5 standard, but also have the potential to fulfil the stringent EU6 standard due in the future – and which therefore considerably better all the current, worldwide exhaust emission standards for diesel passenger cars.

With attributes such as excellent pulling power, economy and a high output, the diesel engine has also proved an attractive alternative to the spark-ignition engine in the USA in times of increasing fuel prices and growing sensitivity to the issue of CO2 emissions. In the land of large minivans, pickups and SUVs, and the given driving conditions characterised by steady cruising speeds on the highways and enormous overland distances, the diesel is able to show its advantages particularly well. At the same time, American legislation sets very strict emission standards for diesel-powered vehicles. This is why Mercedes-Benz introduced the E 320 BlueTEC with its in-house BlueTEC technology in America first, and is now including a variant of this BlueTEC technology with AdBlue injection in its cross-Atlantic range. This innovative drive technology enables these large and powerful SUVs to meet the limits imposed by the US Bin 5 standard.

Impressive power, great fuel economy and extremely low emissions

The muscular V6 diesel engine powering the new BlueTEC models in the GL, M and R-Class shows that a low fuel consumption and very low emissions are also possible for large SUVs. It has an output of 155 kW/211 hp and develops a torque of 540 Nm. Fuel economy is outstanding: the GL 320 BlueTEC, for example, consumes just 9.5 litres of diesel fuel per 100 kilometres (25 mpg). This represents an advantage of around 20 to 40 percent versus a comparable petrol model, and easily makes the Mercedes-Benz GL 320 BlueTEC the most economical full-size SUV in the USA.

Key technical data at a glance:

Certain features of the six-cylinder diesel engine had to be modified for use in the new models ML 320 BlueTEC, GL 320 BlueTEC and R 320 BlueTEC with AdBlue injection. The piston crowns were revised for an improved mixture formation, and the compression ratio was reduced from 17.7 to 16.5. The VNT turbocharger and engine control unit were also improved and reconfigured. All three of the new SUVs are available only with the 7G-TRONIC seven-speed automatic transmission.

Nitrogen oxides drastically reduced with BlueTEC

As a modular concept for an effective reduction in the fuel consumption and emissions of diesel vehicles, the BlueTEC technology developed by Mercedes-Benz puts in place a number of coordinated measures which both minimise untreated emissions using in-engine features and ensure efficient exhaust gas aftertreatment. All relevant emissions components are successively and concertedly reduced to a minimum, in part by using an oxidising catalytic converter and a particulate filter. The most important goal is to achieve a drastic reduction in nitrogen oxide emissions, the only exhaust gas constituent which has inherently higher levels in diesel engines than in petrol engines.

Mercedes-Benz has developed two versions to this end. In the E 320 BlueTEC Saloon available in the USA and the E 300 BlueTEC sold in Europe, an oxidising catalytic converter and a particulate filter are combined with a particularly durable NOx storage-type catalytic converter and a special SCR (Selective Catalytic Reduction) converter. The second BlueTEC version is used for the new GL 320 BlueTEC, ML 320 BlueTEC and R 320 BlueTEC models. In this case AdBlue, an aqueous urea solution is injected into the stream of exhaust gases. This releases ammonia, of which 80 percent is reduced to form harmless nitrogen and water by the downstream SCR converter.

This innovative emissions control technology follows the following stages:

• Optimisation of the engines and their combustion processes to reduce untreated emissions as far as possible. These measures include electronic engine management, four-valve technology, third-generation common-rail direct injection with piezo-electric injectors, a turbocharger with variable turbine geometry and exhaust gas recirculation.
• Oxidising catalytic converters are used to minimise emissions of carbon monoxide (CO) and unburned hydrocarbons (HC).
• A particulate filter, which has been standard equipment in all Mercedes-Benz diesel models in many countries since summer 2005, reduces particulate emissions to a barely measurable level. This easily meets both the current EU4 particulate limits (0.025 grams/kilometre) and the current US limits.
• Nitrogen oxides are reduced by a storage-type NOx catalytic converter combined with an SCR catalytic converter, or by AdBlue injection combined with an SCRcatalytic converter. These effective aftertreatment methods allow the nitrogen oxide emissions of BlueTEC vehicles to be reduced by
  up to 80 percent.

AdBlue injection specially advantageous in large vehicles

Whether a storage-type NOx catalytic converter or AdBlue injection is used depends on the individual vehicle concept and the prevailing market conditions from case to case. AdBlue technology has advantages for large saloons, pickups and SUVs, as the engine does not need to operate with an intermittent, rich combustion mixture to clean the storage-type NOx catalytic converter which removes the harmful nitrogen oxides from the exhaust stream. This would be necessary at frequent intervals in the case of heavy vehicles with relatively high fuel consumption, and would lead to an even higher consumption.

In the case of the urea-SCR process, the reducing agent AdBlue is injected into the exhaust tract. This is an aqueous urea solution which is carried in an auxiliary tank. When injected into the hot, pre-treated exhaust gases, AdBlue is first broken down into its constituents of water and urea. From around 170 degrees Celsius the urea is converted into ammonia (NH3) – the actual active agent in this process. The ammonia is stored in the catalytic converter, and reduces the nitrogen oxides into harmless nitrogen when exhaust gases containing nitrogen oxides flow through the catalytic converter. The engine management system controls the injection of AdBlue in such a way that the ammonia reservoir of the SCR converter always contains some but never too much ammonia. This is monitored by an NOx sensor.

A small AdBlue tank is sufficient

The urea solution is held in a separate onboard tank, and fed to the metering module by means of a pump. As the average consumption of AdBlue is only around 0.1 litres per 100 kilometres (or 1 to 3 percent of diesel consumption), the tank can be of such a size that it only needs to be refilled at the workshop during regular service intervals. The tank capacity is 28 litres in the R 320 BlueTEC and ML 320 BlueTEC, and 32 litres in the GL 320 BlueTEC. Even under more demanding conditions with a higher AdBlue consumption, e.g. when towing a trailer, this is sufficient to avoid the need for unscheduled refilling stops in the workshop. This means that the customer has no need to concern him- or herself with the AdBlue level in the tank. Should the AdBlue level unexpectedly fall below a certain level nonetheless, the electronics provide a timely warning.

More extensive equipment and visual modifications

With these innovative BlueTEC models in the R, M and GL-Class, Mercedes-Benz is not only demonstrating the potential of the diesel as a drive system, but also offers tailor-made solutions for the high expectations of the premium segment with the widest range of SUVs. The R-Class particularly excels with its outstanding long-distance comfort, and with the most generous and variable interior with up to seven seats. The M-Class is the most successful Mercedes-Benz Sport Utility Vehicle, and is seen as the trailblazer for all modern premium SUVs. And with the GL-Class, Mercedes-Benz occupies the peak position in the entire SUV world – its occupants enjoy first-class on-road and off-road travel under all conditions.

All three SUVs have now been revised in numerous respects.

The modifications to the M-Class are the most comprehensive of all. The new generation of this dynamic SUV now has even more striking characteristics, and appears even more sporty and powerful. The front and rear ends have been redesigned and given a stylistically updated and youthful touch. The front end of this off-roader is now defined by a redesigned bumper, re-contoured headlamps and a larger, even more dominant radiator. The rear aspect also has a redesigned bumper with inset reflective strips to emphasise the vehicle width, as well as tail lights with smoked-glass lenses. Stylistic fine-tuning and new materials which are pleasing to the eye and touch combine with a new two-tone colour scheme to add fresh highlights to the interior. One eye-catching feature is the new four-spoke multifunction steering wheel, which the GL and R-Class will also receive.
The standard appointments for the M, R and GL-Class have also been significantly expanded. They now include the unique, preventive occupant protection system PRE-SAFE® and NECK-PRO head restraints, as well as a new, Mercedes-Benz developed telematic system with further improved user friendliness, high performance and numerous additional functions.

Key new features at a glance

More performance, more comfort – new-generation telematics

A completely newly developed generation of telematic systems developed by Mercedes-Benz will be used in SUVs in future. These excel with even greater user friendliness, a high performance and numerous new functions. Integrated features include a hand-free system based on Bluetooth technology, and an Aux-In connection for mobile audio units such as an iPod. On request there is also a new Media Interface, which can connect an external music source with the onboard electronics and control system of the off-roader, enabling music tracks to be shown in the instrument cluster and the colour display in the centre console, and conveniently accessed using the keys on the multifunction steering wheel. At the same time the battery of the audio unit is charged.

There is a choice of three units, all of them with a colour display, a twin tuner for improved radio reception, speed-sensitive volume control, a keypad for entering telephone numbers and radio frequencies and a Bluetooth interface which enables a mobile phone to be wirelessly linked to the hands-free system. In the USA there is also the option of an HD radio and SIRIUS satellite radio. In conjunction with the new telematics generation, Mercedes-Benz also offers the optimised LINGUATRONIC voice control system as an option.

The occupants are also able to enjoy a surround-sound experience of concert hall quality with the latest generation of the optional harman kardon® Logic7® sound system. With its high output and digital signal processor (DSP), this ensures outstandingly transparent listening pleasure.
As a further option, passengers in the rear can be provided with a rear-seat entertainment system featuring two large, 8-inch screens, a DVD-player, two wireless headsets for more freedom of movement and a remote control unit.

Unrivalled safety features as standard

In the SUV segment too, Mercedes-Benz vehicles have always been exemplary when it comes to safety. In future the R, M and GL-Class will be supplied with the preventive occupant protection system PRE-SAFE® and NECK-PRO head restraints as standard equipment.

Mercedes-Benz is the trendsetter for diesel cars

As long as 70 years ago, Mercedes-Benz was the first manufacturer to use the combustion principle pioneered by Rudolf Diesel in a passenger car engine. This technology has a much higher efficiency than the spark-ignition engine, and has been steadily improved over many years. One decisive technological leap forward led to the development of the modern diesel in 1997: the introduction of common-rail direct injection in combination with four-valve technology. Since then the abbreviation CDI has stood for both unrivalled fuel economy and an enormous increase in torque – a synonym for a level of pulling power which guarantees plenty of driving pleasure and often makes diesels superior to petrol models developing the same output.

If the diesel has previously had any disadvantages versus the petrol engine, this has been in the area of its specific emissions – above all soot particles and nitrogen oxides. Ever since the introduction of the maintenance-free particulate filter in autumn 2003, Mercedes-Benz has however also set the best example where particulates are concerned. And despite having achieved a reduction in nitrogen oxides by around 75 percent thanks to in-engine measures over the last 15 years, Mercedes-Benz has not been content to rest on its laurels in this respect. Equipped with innovative BlueTEC technology, which was introduced for the first time in a passenger car in the USA, the high-tech diesel engines from Mercedes-Benz meet the world’s toughest exhaust emission limits. While AdBlue injection makes the new M 320 BlueTEC, R 320 BlueTEC and GL 320 BlueTEC the world’s cleanest diesel SUVs.

Key technical data at a glance

* provisional figures

The descriptions and data contained in this press kit refer exclusively to vehicles of US-specific configuration.

The Mercedes-Benz S 63 AMG and S 65 AMG, the powerful top-of-the-line S-Class models, are now even more appealing: thanks to a series of subtle yet extremely effective fine-tuning measures, the two performance saloons are even more striking and priceless than ever before. The updated technology is aimed at ensuring a more dynamic driving experience as well as optimum active and passive safety.

Exclusivity and dynamism, effortless superiority and high tech – both of the top-of-the-line S-Class models from Mercedes-AMG embody all of these characteristics. Since its market launch some three years ago, the S-Class made by AMGhas won the hearts of over 8000 customers around the world – turning it into the undisputed market leader in the small yet highly exclusive high-performance luxury saloon segment.

Volker Mornhinweg, Chairman of Mercedes-AMGGmbH: “Our discerning clientele appreciate the synthesis of uncompromising performance and dynamic, exclusive equipment, a unique proposition in this market segment. We have raised the bar further in terms of driving dynamics, safety and passenger comfort with the extensively updated new series of the S 63 AMGand S 65 AMG.”

High-revving V8 engine and effortlessly superior biturbo V12 engine

The S 63 AMG, with its powerful, high-revving 386-kW/525-hp AMG 6.3-litre V8 naturally aspirated engine developing 630 newton metres of torque, is capable of accelerating to a speed of 100 km/h in 4.6 seconds. The S 65 AMG, meanwhile, demonstrates even greater superiority: its AMG6.0-litre biturbo V12 engine delivers maximum power of 450 kW/612 hp and maximum torque of 1000 newton metres, accelerating from 0 to 100 km/h in just 4.4 seconds. Both AMG saloons are electronically limited to 250 km/h. Despite no changes having been made to the engine data and performance values, it has still been possible to reduce fuel consumption and CO2 emissions by up to 3 percent.

Contributing to the even more exceptional status of the models is the new, more pronounced arrow-shaped radiator grille, featuring twin chromed louvres in the case of the S 65 AMG. The new front apron incorporates striking, AMG-specific LED daytime driving lights and two transverse air outlets on each side. Further striking features include the “6.3 AMG” or “V12 Biturbo” lettering on the front wings, and redesigned exterior mirrors.

Side sill panels emphasise the elegant line of the front apron through to the rear of the vehicle, where the new rear apron features yet another highlight: the centre section of the black diffuser insert is now painted in the same colour as the vehicle body. New tail lights with 52 LEDs in the form of a double “C” also give the S-Class an unmistakable appearance from behind. A distinctive element of both models comes in the guise of the AMG sports exhaust with two chromed twin tailpipes, featuring a V12 design in the case of the S 65 AMG. Visual aspects which distinguish the V8 from the V12 model also include the attractive AMG light-alloy wheels: the S 63 AMG has 19-inch AMGmulti-spoke wheels painted titanium grey with a high-sheen finish and fitted with 255/40 (front) and 275/40 (rear) tyres. The S 65 AMG, on the other hand, comes with 20-inch AMG forged wheels painted titanium grey with a mirror finish and fitted with 255/35 (front) and 275/35 (rear) tyres.

Crosswind stabilisation, Torque Vectoring Brake and Direct-Steer system

The AMG sports suspension based on Active Body Control (ABC) provides crosswind stabilisation as standard equipment for the first time: thanks to this function, influences caused by crosswinds are compensated for, or – in the case of strong gusts – reduced to a minimum. ABC compensates against the effect of crosswinds by adjusting the wheel load distribution within milliseconds, using the yaw-rate and lateral acceleration sensors of the Electronic Stability Program ESP®.

Also making up the standard equipment is the new Torque Vectoring Brake: when cornering, brief direct application of the brakes has an effect on the vehicle’s inner rear wheel so that the saloon corners precisely and under control at all times. The Torque Vectoring Brake is an additional feature of the Electronic Stability Program ESP®and not only noticeably improves responsiveness but also active handling safety in critical conditions. The driving experience is further heightened thanks to the Direct-Steer system: with its variable ratio depending on steering angle, it helps to ensure a more direct response when cornering, and therefore more responsive handling – in brief: enhanced driving pleasure at the wheel of the Mercedes-AMG S-Class.

Based on the ADAPTIVE BRAKE system, the AMGhigh-performance braking system continues to provide optimum fade resistance, deceleration and sensitivity. The front axle features a double floating brake caliper. This exclusive technology combines the advantages of a sliding-caliper disc brake – reduced heat transfer to the brake fluid and clear advantages in terms of comfort thanks to the brake lining guide mechanism – with the efficiency of an extra large fixed caliper brake.

Extensive range of standard equipment with exclusive flair

The interior appointments are every bit as exclusive as the high-tech package: as soon as its door is opened, the S 65 AMG welcomes the driver with large, animated “AMG V12 BITURBO” lettering in the instrument cluster’s central display. The AMG main menu provides the driver with information about engine oil temperature, current gear range and the battery voltage. In the case of the S 63 AMG, the extensive range of standard equipment includes not only PASSION leather appointments, with natural leather in the seat side bolsters, but also front AMG sports seats with climate control, massage, multicontour and dynamic handling function. The Exclusive PASSION leather upholstery in the S 65 AMG, meanwhile, with its AMG V12 diamond pattern design, exudes an air of even greater refinement. Ample use of trim elements and the AMG-specific analogue clock, featuring an IWC design, are a given in both AMG models. Both the AMG SPEEDSHIFT 7G-TRONIC of the S 63 AMG, as well as the five-speed automatic AMG SPEEDSHIFT transmission of the S 65 AMG, are fitted with DIRECT SELECT gearshift. Gear changes are carried out by means of AMG aluminium shift paddles on the new AMG sports steering wheel.

New standards in active and passive safety

In addition, both of the top-of-the-line AMG models set new standards when it comes to active and passive safety through an unrivalled combination of innovative camera and radar-based driver assistance systems. These include the ATTENTION ASSIST drowsiness detection system, Adaptive Highbeam Assist, Lane Keeping Assist, and the PRE-SAFE® Brakes, which are linked to the proximity regulating radar and intervene independently in the event of an impending accident to act like an invisible crumple zone. Night View Assist with infrared camera also features a novel pedestrian detection system. The pictures from the windscreen camera are also used by the new Speed Limit Assist, available as an option. The Brake Assist PLUS and DISTRONIC PLUS proximity control support the driver in the event of emergency braking. The PRE-SAFE® positioning function and NECK-PRO luxury head restraints in the front are now also included as standard.

New infotainment systems, including COMAND APS with new SPLITVIEW display, which shows different images for driver and front passenger simultaneously, enhance occupant comfort even further.

• Exclusive optional extras are also available from the AMG PERFORMANCE STUDIO:
• 20-inch AMG twin-spoke forged wheels, painted in titanium grey with a mirror finish and fitted with 255/35 R 20 front and 275/30 R 20 rear tyres (only S 63 AMG)
• AMG trim in black piano lacquer/carbon fibre

While the S 63 AMG is available in short or long-wheelbase versions, the S 65 AMG is only available as a long-wheelbase version. Both top-of-the-line AMGmodels will have their market launches from the end of June 2009.

Prices at a glance:

• S 63 AMG (short wheelbase): EUR 115,700 (excl. VAT) / EUR 137,683 (incl. 19% VAT)
• S 63 AMG (long wheelbase): EUR 121,700 (excl. VAT) / EUR 144,823 (incl. 19% VAT)
• S 65 AMG: EUR 185,900 (excl. VAT) / EUR 221,221 (incl. 19% VAT)

The AMG sports suspension and ADAPTIVE BRAKE high-performance braking system are every bit a match for the effortlessly superior drive units: the two top-of-the-line models, the S 63 AMG and S 65 AMG, raise the bar in terms of driving dynamics thanks to new high-tech systems.

Less steering effort, more agile handling with the same outstanding straight-line stability – the new Direct-Steer system in a nutshell, which is now fitted as standard on the S 63 AMG and S 65 AMG. A key feature of the Direct-Steer system is the variable-ratio steering rack that operates using purely mechanical means. While the power steering around the central position utilises an indirect ratio to promote excellent straight-line stability, this alters from a steering angle of around five degrees: really small steering angles are all it takes to perform precise cornering, noticeably improving handling on winding country roads. The steering angle requirements have also been modified, enabling the driver to steer the AMGsaloons far more easily, particularly on urban roads. Compared with a steering system with a constant ratio, the number of revolutions from lock to lock is reduced by around 25 percent with the Direct-Steer system.

Purely mechanical Direct-Steer system with a host of benefits

Another advantage of the purely mechanical Direct-Steer system is the absence of any elaborate actuators and complex sensors – with associated benefits in terms of weight, installation space and susceptibility to faults. The constant steering response is also advantageous compared with other variable steering systems that sometimes require the driver to adapt quickly to what are fast changing situations on the road.

The Direct-Steer system is based on the familiar speed-sensitive power steering system which reduces the power assistance as the road speed increases. Easy manoeuvrability on urban roads where large steering angles and thus a great deal of power assistance is required, is coupled with reduced support at high speeds, say on the motorway – all of which improves straight-line stability and handling safety.

Torque Vectoring Brake optimises driving dynamics and handling safety

A further improvement in driving dynamics as well as active handling safety comes courtesy of the new Torque Vectoring Brake. If the Electronic Stability Program ESP®detects the onset of understeer, short one-sided braking intervention on the vehicle’s inside rear wheel generates a specific yawing moment around the vehicle’s vertical axis within a fraction of a second. Consequently, the AMG S-Class handles precisely and remains under control at all times as well as also bolstering active handling safety by reducing the tendency to understeer. The Torque Vectoring Brake is standard on the S 63 AMG and S 65 AMG.

Crosswind stabilisation as new Active Body Control function

The AMGsports suspension now comes as standard with automatic crosswind stabilisation based on Active Body Control (ABC). The ABC control electronics vary the wheel load distribution so that the effect of crosswinds is virtually compensated or reduced to a minimum. If the S-Class is affected by a crosswind, the ABC control unit utilises the yaw-rate, lateral acceleration, steering angle and speed sensors of the Electronic Stability Program ESP® to trigger diagonal wheel load distribution instantly – for instance on the left front and right rear wheel. The associated steering effect reduces the effect of the crosswind. Crosswind stabilisation is activated at speeds above 80 km/h while travelling in a straight line or on slight bends. The function is deactivated if the driver himself makes heavy, brusque steering corrections.

The active suspension on the S 63 AMG and S 65 AMGall but entirely eliminates the body movements that occur when moving off, cornering and braking. Bends are negotiated with far less roll; the body roll caused by fast evasive manoeuvring is effectively suppressed. Other notable features of Active Body Control are the variable roll moment distribution between the front and rear axles, which the system carries out automatically according to the speed. The computer uses various acceleration sensors to obtain information on the current driving situation and compares this data with those from the pressure sensors in the spring struts and the level sensors on the control arms. The system then computes the control signals that the servo-hydraulic valves at the front and rear axle transform into precisely metered flows of oil.

The load adjustment system enables the current vehicle weight to be factored into the calculation processes for the active suspension. As such the S 63 AMGand S 65 AMG handle just as dynamically even when the car is fully laden. Briefly pressing the Sport button next to the AMG instrument cluster changes the characteristics of the AMGsports suspension: the roll angle through fast corners is reduced further, the shock absorbers and springs also respond firmer to promote agility. At speeds of between 65 and 100 km/h, ABC automatically lowers the body by as much as 15 millimetres to reduce wind resistance. If more ground clearance is needed when driving on poor road surfaces, the driver can raise the level of the vehicle by 40 millimetres at a speed up to 30 km/h by simply pressing a button.

AMG high-performance braking system based on ADAPTIVE BRAKE

Based on the ADAPTIVE BRAKE system, the AMGhigh-performance braking system continues to set the benchmark for stopping power, sensitivity and fade resistance. The front axle features a double floating brake calliper; this technology combines the advantages of a sliding-calliper disc brake – reduced heat transfer to the brake fluid and clear advantages in terms of comfort thanks to the brake lining guide mechanism – with the efficiency of an extra large fixed calliper brake. At the rear, braking is handled by a large sliding frame-type calliper. Internally ventilated, perforated composite brake discs at the front and rear with a diameter of 390 and 365 millimetres respectively ensure the shortest stopping distances, remarkable resistance to fading and outstanding sensitivity.

The hydraulic dual-circuit braking system is controlled electronically, permitting the inclusion of numerous driver assistance functions that improve safety and comfort – such as “priming” the braking system in critical situations: if the driver suddenly switches from the accelerator to the brake pedal before emergency braking, ADAPTIVE BRAKE increases the pressure in the brake lines and applies the pads to the brake discs, so that they can grip instantly with full force when the brake pedal is pressed. In wet weather, the system injects regular, short brake impulses to ensure that the film of water on the brake discs is wiped off and the brakes can work as effectively as possible. This automatic brake-drying function is always activated when the windscreen wipers on the S-Class have been in operation for a certain time; the driver does not notice the finely metered braking impulses.

After the S-Class has been braked to a standstill, briefly pressing the brake pedal a little further is all that is required to activate the HOLD function. The car is then held by the brakes, even if the driver’s foot comes off the brake pedal. In this way ADAPTIVE BRAKE prevents the car from rolling forward inadvertently when stopped at traffic lights or stuck in stop-and-go traffic, and from rolling back when facing a slope. The HOLD function is deactivated automatically when the car moves off.

Eye-catching light-alloy wheels in 19 and 20-inch format

High-sheen 19-inch AMGfour-spoke light-alloy wheels painted titanium grey provide the contact between the road and the S 63 AMG. 255/40 R 19 tyres are fitted on 8.5-inch-wide wheels at the front, while 275/40 R 19 tyres combine with 9.5-inch-wide wheels at the rear. The S 65 AMG comes with 20-inch AMG twin-spoke forged wheels, painted in titanium grey with a mirror finish, measuring 8.5 and 9.5 inches wide. 255/35 R 20 tyres are fitted at the front, while 275/35 R 20 tyres feature at the rear.

The high safety standard typical of the S-Class is further improved by a unique combination of new camera and radar-based driver assistance systems. Innovations such as Speed Limit Assist, ATTENTION ASSIST drowsiness detection and Adaptive Highbeam Assist or the PRE-SAFE® Brakes take occupant protection on board the S 63 AMG and S 65 AMG to a wholly new level.

A combination of ultra-modern assistance and protection systems turns the AMG S-Class into an “intelligent” partner that can see, feel, respond reflexively and act independently in relation to a perceived danger and so prevent accidents or mitigate their effects. For the first time cameras are also used that are able to look well ahead, monitor the car’s surroundings and interpret typical critical situations. One example is the Adaptive Highbeam Assist (standard for S 65 AMG). This system recognises oncoming vehicles or vehicles ahead with their lights on, and then controls the headlamps to ensure the best possible beam range without dazzling other road users.

As a new feature, Night View Assist Plus with infrared camera (optional) is now equipped with a special pedestrian detection function: as soon as the system detects pedestrians on the road ahead, they are highlighted on the display to make them more readily noticeable.

Lane Keeping Assist is another system that “looks ahead” for even safer driving. The camera on the inside of the windscreen is able to recognise clear lane markings by evaluating the contrasting images of the road surface and the markings. If the vehicle leaves its lane unintentionally, the driver is prompted by short vibrations of the steering wheel to correct the situation. Unlike conventional systems of this kind, the Mercedes system is able to evaluate the driver’s activities as well, and can reliably ascertain whether the car is leaving its lane intentionally or not. There is therefore no warning if, for instance, the driver accelerates before overtaking or joining a motorway, brakes heavily or enters a bend.

The images supplied by the windscreen camera are also used by the new Speed Limit Assist, which recognises speed limit signs in passing and shows the relevant speed limit in the central display (standard for S 65 AMG).

Drowsiness detection on the basis of more than 70 parameters

Thanks to an innovative technology the S-Class has a very sensitive antenna for the attention level of its driver, and can warn him in time when he becomes drowsy. The ATTENTION ASSIST drowsiness detection system continuously monitors more than 70 different parameters. Once the evaluation electronics recognise the steering behaviour pattern that typically indicates the onset of drowsiness on the basis of information from the highly sensitive steering angle sensor, a warning signal is sounded and “ATTENTION ASSIST. Break!” appears in the instrument cluster. ATTENTION ASSIST is fitted as standard.

“Electronic crumple zone” for maximum occupant protection

Mercedes-Benz has also improved the long and medium-range radar used by the optional Brake Assist PLUS (BAS PLUS) and DISTRONIC PLUS proximity control. Mercedes-Benz also offers another radar-based system for the S-Class in the form of PRE-SAFE®Brakes. If the driver is distracted and fails to recognise the immediate danger of a rear-end collision, or the warning signals of an assistance system, this system can intervene and brake the vehicle independently. The S-Class makes use of the latest development stage of this safety system: if the driver fails to react even after automatic partial braking action, the PRE-SAFE® Brakes activate the maximum braking pressure around 0.6 seconds before what is now recognised as an unavoidable accident – an emergency braking action that can significantly mitigate the severity of the impact. The PRE-SAFE® Brakes therefore act as something like an “electronic crumple zone”.

To coincide with its 30th birthday, the legendary G-Class benefits from new additional features that primarily enhance comfort and exclusivity in the interior.

Mercedes-Benz is once again going its separate way with the G-Class. Instead of modernising the visual appeal of the striking design icon and relaunching it with a new design, those in charge have left its indestructible, hallmark traits untouched since 1979. At the same time, the consistent effort which Mercedes-Benz has put into the evolution of the “G” has helped safeguard its leading position.

In the most recent case, the “G” specialists have focused their attention on the interior and developed new seats. The ergonomically optimised front seats improve both comfort and lateral support, helping further bolster driver-fitness safety. The new design has also modernised the rear seat bench, with modifications that echo the styling of the driver’s and front passenger’s seat. “G” customers can choose between black or grey fabric upholstery and leather appointments either in black, grey or chestnut. Further added comfort comes courtesy of the new optional climatised multicontour seats. The line-up now also includes the exquisite designo leather upholstery in classic red or black as well as designo wood trim in black piano lacquer. Another highlight that will be available in early 2010 comes in the shape of the designo stone trim in Labrador blue pearl.

The standard specification now includes an Aux-in socket in the glove compartment and the familiar designer ignition key. As an option, indirect ambient interior lighting, a leather-trimmed dashboard, an extensive Chrome package as well as a media interface to connect an iPod, USBor Aux devices add to the feel-good factor on board.

New paintwork options are also available: “palladium silver metallic” or the “designo platinum magno” matt finish, which show off the striking body design of the “G” to particularly good effect, supplement the line-up for 2009. At the rear, the new models make a distinctive statement with a modified spare wheel cover with a three-dimensional Mercedes star.

Current model range: three body variants, three engines

The model family currently includes three body variants (short Station Wagon, long Station Wagon and Cabriolet), which can be combined either as the G 350 CDI (replaces the previous G 320 CDI with a new nomenclature) with the frugal V6 diesel engine or as the G 500 with a powerful 5.5-litre V8 petrol engine. The top-of-the-line G 55 AMG – available solely as a four-door long Station Wagon – offers muscular performance, which, together with the incomparable vocals, underpins the character of this decidedly sporty version. The G-Guard based on the G 500 long Station Wagon remains an important component in the model range. The fully armoured G-Class certified to bullet resistance level FB6 or FB7 provides protection against pistols/revolvers and long-barrelled weapons as well as against explosive charges of a defined size.

The evergreen Mercedes-Benz off-roader provides a superior synthesis of high-performance drive and dynamic handling control systems. The standard specification includes the electronic traction system 4ETS, the Electronic Stability Program ESP® and three differential locks selectable at the push of a button, alongside the permanent all-wheel drive with off-road ratio.

Key technical data* and prices at a glance:

* Figures may vary depending on the equipment line, ** Figures apply to short Station Wagon, *** Figures apply to long Station Wagon, **** electronically limited, ***** excludes statutory VAT

On its 30th birthday: readers’ poll awards mount up

Readers of the “4Wheel Fun” off-road magazine named the “G” “2009 superstar” in its readers’ poll. The indefatigable off-roader came out on top in the same poll in 2007. Following on from the success in 2003 and 2007, readers of “Motor Klassik” once again chose the Mercedes-Benz G-Class as “classic of the future” in 2009. For an incredible sixth time – after 2001, 2003, 2006, 2007 and 2008 – readers of “Off Road” have bestowed the title “off-roader of the year 2009” on this automotive icon. The G-Class boasts a long tradition of awards and accolades, reflected in the packed trophy cabinet. Readers of specialist magazine “auto motor und sport” have voted the G-Class the world’s best off-roader no less than

14 times. In 1983, the Australian automotive magazine “bushdriver” named the “G” the best 4×4 off-roader of the year, undoubtedly rekindling memories of the Paris-Dakar victory that very same year. In 1993, readers of the French “Magazine 4×4” voted the G 350 TURBODIESEL the off-roader of the year. And in 1995, the readers of the specialist water-sports magazine “Boote” came to the conclusion that the G-Class is the best towing vehicle.

For lovers of exclusive cars Mercedes-Benz is proud to announce the arrival of an eye-catching new version of the C-Class on the scene. The new Special Edition is set to draw admiring glances with its sporty, elegant design features, reserved for this model only, a high-quality interior plus some exciting technical highlights as part of the standard specification, including AGILITY CONTROL, ADAPTIVE BRAKE, BlueEFFICIENCY and the Intelligent Light System, ensuring that even the most discerning requirements are met for those looking for refinement, motoring pleasure and a car with a distinctive character. The Special Edition is available as a saloon and an estate and with all the C-Class engines.

Sporty passion, exciting dynamism and effortlessly superior style – these are the distinguishing characteristics of the new Mercedes-Benz C-Class Special Edition. The striking C-Class design that has won a number of awards has now been given an even finer, and yet at the same time more sporty, air by Mercedes-Benz through the addition of some charismatic details. Playing a major role in the vehicle’s image are its darkened front headlamps with a dark cover frame, the new indium grey paintwork (obsidian black, palladium silver, iridium silver or calcite white are also available) and 17-inch 5-spoke light-alloy wheels with mixed-size tyres (235/60 R 17 at the front, 255/55 R 17 at the rear). As an alternative there are also 16-inch 7-spoke light-alloy wheels and 205/55 R17-size tyres all round.

The optical finesse of the exterior comes courtesy of touches such as shoulderline trim strips in polished aluminium, the finned radiator in brilliant silver matt with chrome highlights and an integrated star, front fog lamps with a chrome ring and chromed twin louvres, chrome highlights in the bumper, rub strip and boot lid plus the B-pillar trim painted glossy black.

Like the exterior, the interior is based on the AVANTGARDE design and equipment line. Its aesthetics have been streamlined and its sportiness sharpened through the inclusion of further high-quality materials and carefully coordinated details. An example of these stylish elements are the seats – exclusively manufactured for the Special Edition – made from black ARTICO man-made leather with Liverpool fabric in como beige. There is contrasting topstitching in comobeige embellishing the seats, centre armrest, door centre panel and floor mats, serving to underline the dynamic theme. The floor mats also bear the “Special Edition” lettering. Leather seats are available as an optional extra – also in two-tone variants featuring black/sahara beige or black/cognac brown.

Trim parts in brushed aluminium which have been designed exclusively for this C-Class Special Edition contrast with the interior in black and beige, creating an ambience full of soul. The standard specification includes armrests with a double cup holder and a stowage compartment at the front and rear, 1/3 : 2/3 folding rear seats with a through-loading feature, a luxury multifunction leather steering wheel with a 4.5 inch display in the instrument cluster that boasts three analogue round dials with tapered tube-style surrounds, not to mention a shift/selector lever in leather, plus seat heating.

The range of equipment includes some superb technical innovations such as AGILITY CONTROL, ADAPTIVE BRAKE and BlueEFFICIENCY, helping the C-Class to set standards in the compact premium-car segment. Also part of the standard specification on board the Special Edition is the Intelligent Light System featuring bi-xenon headlamps with variable light distribution, an active light function,

dynamic headlamp range control plus a cornering light function that ensures optimum adaptation to the current visibility. Yet more comfort is afforded by PARKTRONIC with its acoustic and optical distance warning.

The new Mercedes-Benz C-Class Special Edition is available now in both saloon and estate guise with the entire engine line-up, including the redeveloped, especially powerful four-cylinder diesel engines which come complete with the assurance of their exemplary thriftiness and environmental compatibility. Indeed, it is thanks to them that Mercedes-Benz has achieved model status in this class where efficiency is concerned.

Depending on which engine is ordered, the additional charge on the respective base model in conjunction with the fabric/ARTICO man-made leather upholstery is between 2,689.40 and 3,879.40 euros (between 4,629.10 and 5819.10 euros in conjunction with leather upholstery) including German VAT.

I don’t know about you, but I can’t think of a better way to kick off a beautiful summer Friday morning than with a healthy dose of Mercedes tuning goodness, and thanks to the fine gentlemen at Wald, that’s exactly what we have for you today.  First up is a new tuning package for the W204 Mercedes-Benz C-Class Estate, entitled the Wald Sports Line Black Bison Edition.  Highlights of the kit include a new front apron (with new fog lights), new vented front fenders, side skirts, a new rear apron, and a sport exhaust system.

Completing the package, those delectable five-spoke Wald rims, somewhat reminiscent of those found on factory AMG models.

But describing with words a tuning package is no fun, especially considering we’ve got high-res photos showcasing the Wald C-Class Estate Black Bison Edition in all its glory.

If the first tuning package from Wald wasn’t enough to meet your aftermarket Mercedes needs for the day, here’s another that may do the trick.  It’s again entitled the Wald Sports Line Black Bison package, but this time it’s designed for the W215 Mercedes R-Class. Highlights again include a new front apron (with new fog lights), new vented front fenders, side skirts, a new rear apron, and a sport exhaust system, while completing the package is a set of multi-spoke Wald wheels painted in black.

The ESF 2009 is the first Experimental Safety Vehicle Mercedes-Benz has built since 1974. Like its historic predecessors, it attractively combines trailblazing innovations in the field of safety and makes the progress achieved visible. Integrating all the ideas and implementing them for a clear appreciation was an extraordinary challenge for the team in the test vehicle workshops.

The go-ahead for the ESF was given in October 2008, and the decision was received with great enthusiasm in the test workshop: “Making safety visible – I was quickly able to assemble a highly qualified team for this interesting project”, says Axel Wittig, the team leader for the entire workshop facility. “The complexity of this assignment was a welcome challenge, as we not only had to integrate the numerous innovations into an S 400 HYBRID, but also make them fully functioning in demonstration mode and provide a look behind the technical scenes by incorporating eight inspection windows in the bonnet, bumpers and doors.”

The core workshop team for the ESF 2009, headed by coordinator and facilitator Hans Peter Hiller, consisted of three model-builders and two electricians. The team was supported by Jürgen Arnold, who took care of the electrical engineering, and designer Matthias Rissmann, who e.g. prepared the body apertures for the inspection windows. It was only possible to keep to the ambitious time-plan because countless internal (from the upholstery specialists in Design to production engineering) and external suppliers gave rapid and unbureaucratic assistance. “The great enthusiasm for the core Mercedes expertise of safety could be felt at all times”, project manager Michael Fehring remembers: “The ‘Daimler spirit’ ensured rapid decisions without time-consuming consultation processes.” Sheer fascination for technology also played an important part. The chance to take a look into a radar sensor, which is normally only supplied as a ‘black box’ but was in this case integrated into the front bumper in a cutaway state, attracted many an engineer who was not involved in the project into the workshop bay for the ESF 2009.

The complexity of this project, which involved the integration of 13 safety innovations into the hybrid version of the S-Class that only existed as a prototype when the work started, is already shown by the fact that a completely new wiring harness had to be designed and produced. At the heart of the demonstration technology is a divided compressed air tank in the boot, with a compressor and external power supply, which provides the airbags and the air chambers for PRE-SAFE Pulse and Interseat Protection with air. The finishing touch for the ESF 2009 is a central remote control system for all the functioning demonstrations.

The result of all this work was two experimental vehicles in the special ESF paint finish, which includes black-painted chrome trim and reflective strips on the door seals and tyres: the actual ESF 2009 and its externally identical brother, which can be used for driving and photographic purposes.

Interview with Prof. Dr. Ing. Rodolfo Schöneburg, Head of Safety Development, Mercedes-Benz Cars.

Prof. Dr. Ing. Rodolfo Schöneburg was born on 30 October 1959, studied aerospace engineering and obtained his doctorate at the Technical University of Berlin. He holds an honorary professorship at the College of Technologyand Business Economics (HTW) in Dresden. He has been active as the head of the centre for safety/vehicle functions at Mercedes-Benz since April 1999. It was under his aegis that the preventive occupant protection system PRE-SAFE®entered series production in 2002, with which Mercedes-Benz started a new era in vehicle safety. Here are some of Prof. Schöneburg’s comments on the ESF 2009 experimental safety vehicle.

Question: Prof. Schöneburg, during the period from 1971 to 1974 Mercedes-Benz presented four Experimental Safety Vehicles (ESFs) to the public. Then there was silence. Why?

Prof. Schöneburg: At the end of the 60s, vehicle safety suddenly became a focus of public attention. In 1969 the Mercedes-Benz Safety Centerwas founded in Sindelfingen. Numerous developments were initiated, ranging from active safety with ABS and ESP® to fundamental improvements in vehicle structures and innovative restraint systems such as the airbag. All of these were tested and presented in our ESFs, and from the mid-70s more and more of these innovations reached series production maturity. Accordingly they were subsequently presented with the launch of new series production models.

Question: So why are you presenting another research vehicle now, the ESF 2009?

Prof. Schöneburg: Both in-house and externally, the large number of safety features that we already have in our series production cars has created the impression that we do not have much more to offer in this respect. This impression is quite wrong – we have a wealth of ideas on how safety might be improved still further. Some of these can be realised within a relatively short time, for example PRE-SAFE® for rear-end collisions. Other concepts like the inflatable metal sections in PRE-SAFE Structure lie well in the future. And with Interactive Vehicle Communication we are only just starting to develop a completely new field. The ESF 2009 comprehensively offers up all these perspectives. Moreover, our intention was to send out certain signals for the ESV Conference, which is being held in Stuttgart for the first time since 1971.

Question: What is particularly special about the ESF 2009?

Prof. Schöneburg: As with the ESFs of the 1970s, this is a comprehensive embodiment of our safety philosophy. The primary aim is to prevent accidents in the first place. Where this is not possible, the aim is to mitigate their effects. Moreover, we want to approach both of these goals without increasing the vehicle’s weight, restricting its practicality or compromising the autonomy of the driver. He or she bears the final responsibility – and the car should provide support in the process.

Question: What new ideas have been incorporated into the ESF 2009 to prevent accidents where possible?

Prof. Schöneburg: These start with the concept of “seeing and being seen”. The LED headlamps of the ESF2009 not only illuminate the road further and more efficiently, but also ensure that other detected road users are not dazzled in the process. The Spotlight function is something quite new: it precisely pinpoints obstacles or objects that have been recognised by the infrared Nightvision camera. Thanks to new reflective strips on the sides, which leave the body design unaffected during daytime, the ESF 2009 is also much more easily visible to other road users in the dark. One technology which we think has tremendous potential for the next few years and decades is car-to-car communication. This makes it possible to warn drivers of hazards on their route as the situation requires.

Question: In addition to highly developed restraint systems, Mercedes cars with PRE-SAFE ® have a preventive safety system that can recognise an impending accident and mitigate its effects with numerous actions right up to automatic emergency braking. Is it still possible to make significant improvements to this already high standard?

Prof. Schöneburg: Yes indeed. The basis for PRE-SAFE®is a network of onboard sensors and systems, and this is where we still have plenty of ideas for further developments. Take side impacts as an example: with the help of air chambers in the seats, it would be possible to move the passengers away from the danger zone to some extent. We have already spoken about improvements where rear-end collisions are concerned. And the Braking Bag is a completely new approach to scrubbing off energy before an impact occurs.

Question: At first glance this is a crazy idea – using an airbag under the car to force a high-friction coating against the road surface as an auxiliary brake…

Prof. Schöneburg: …certainly unusual, but by no means crazy. Initial trials of the principle have shown this idea to have considerable potential. In the next few years we intend to research and develop this potential further.

Mercedes yesterday tipped us off to a new web special they launched recently highlighting the new 2010 Mercedes-Benz E-Class Coupe, but we didn’t quite find the time to bring it to you.  It’s called the “Virtual Photo Shoot,” and it features an impressive array of beautiful women gathered around the new model.  When viewing the web special, you have the ability to see the scene through the eyes of any of the women, and then take a snapshot of the scene, should you so desire.  After doing so, you can then set your image as a wallpaper, and subsequently email it to yourself or your friends.

In addition to the photo feature, there’s a backstage look at various photo shoots for the 2010 E-Class Coupe – one that shows both the models and the E behind-the-scenes on the set.

Yesterday we brought word of a new concept vehicle based on the new Mercedes S400 Hybrid, and today, Daimler has officially unveiled the model along with a lengthy description.  It’s called the Mercedes-Benz ESF 2009 Experimental Safety Vehicle, and it’s the first safety vehicle to be built by the company since 1974.  In total, the Mercedes ESF 2009 features more than twelve safety systems, the majority of which are fully functioning.

According to Dr. Dieter Zetsche, Chairman of Daimler AG and CEO of Mercedes-Benz Cars:  “Safety is a central element of the Mercedes-Benz brand. In this respect we have been setting the pace in the market for almost 70 years. For the benefit of our customers and for road users in general. The ESF 2009 shows that we still have plenty of ideas and the absolute will, to lead the automobile industry in this field even in future.”

To detail the model, Daimler has published a numerous part press kit and roughly 60 photos, so rather than attempt to paraphrase the exceptionally lengthy content, I’m going to let the press material take it from here.  It’s truly a fascinating concept, so stay tuned to see where the future of Mercedes-Benz vehicle safety is headed.

PRE-SAFE Structure: It sounds like science-fiction – concealed metallic structures that wait patiently in a collapsed, space-saving state until they are required to go into action. Daimler researchers working together with the gas generator specialists at Autoliv spent two years actively researching such active metal support systems, and tested a variety of applications. For the very first time, inflatable metal side impact protection can be seen in the ESF 2009.

Imagine an inflatable mattress. When it is not needed, it is rolled up flat and e.g. consigned to a shelf in the attic. When inflated, however, it has a highly resistant structure that can easily carry a man weighing 100 kilograms. Inflatable metallic structures work in the same way: when not in use, the metal section is folded together to save space. Once its protective effect is needed, a gas generator just like those used to inflate airbags builds up an internal pressure of 10 to 20 bar within fractions of a second, the metal section is unfolded and the structure has significantly greater stability.

The advantages are obvious, and mainly involve packaging and weight: more stable structures can be accommodated within the increasingly tight installation spaces of an automobile, or weight can be greatly reduced while maintaining the same stability. Using the example of the side impact protection member in the doors of the S-Class, the researchers have calculated that around 500 grams less weight per door would be feasible.

Daimler safety researchers examined various applications for these innovative, crash-responsive metal structures, among them side impact protection, the side skirts and the seat cross-members. These have the advantage of being several centimetres away from the impact zone. The gas generator therefore only needs to be activated when a crash has definitely taken place.

One of the still unsolved problems of these protective members is that unlike the PRE-SAFE® measures already in series production, their active deformation is not reversible. Moreover, the activation of protective members installed well to the outside of the bodyshell that can be inflated by internal pressure requires their deployment before the crash. The pre-crash sensor system must therefore provide highly reliable signals.

Another hurdle is the currently still uncompetitive cost level of the required gas generators in relation to the cost requirements for weight-saving measures. These crash-responsive metal structures are therefore still a thing of the future – but the same was also once true of standard safety features like the airbag, ABS or ESP®.

Braking Bag: a braking parachute for the car

Airbags in cars have previously only been used as a restraint system for the occupants. In the future they might also be a PRE-CRASH- component, activating an auxiliary brake in the vehicle floor and improving both deceleration and compatibility with the other vehicle involved in the accident.

Energy is not only reducible by braking the road wheels: jet fighters and dragsters use braking parachutes, for example. And as early as 1952, Mercedes-Benz was already experimenting with an air-brake at the Le Mans race: when decelerating, the driver was able to move a metal panel on the roof of his racing SL to a vertical position. Even earlier, coachmen used special wheel chocks. These were placed in front of one of both rear wheels on long downhill gradients, and their iron-clad base helped to brake the vehicle during the descent.

This is an old idea that Mercedes safety researchers have revitalised on a similar principle with the Braking Bag, an airbag installed between the front axle carrier and the underbody panelling. If the sensor system concludes that an impact is inevitable, the PRE-SAFE® system not only initiates automatic emergency braking. At the same time the Braking Bag is deployed just before the crash, supporting the car against the road surface by means of a friction coating. The vehicle’s vertical acceleration increases the friction and has an additional braking effect before the impact. The Braking Bag uses the PRE-CRASH sensors in Mercedes-Benz cars, which are already able to initiate preventive occupant protection measures in critical driving situations.

There are several advantages to this unusual auxiliary brake:

• The rate of deceleration is briefly increased to over 20 m/sec/sec. This scrubs additional energy beyond the potentials of a wheel brake, thereby reducing accident severity.
• Because the car is raised upwards by up to eight centimetres within a short time, the dive effect that occurs with conventional brakes is substantially compensated. This improves geometrical compatibility with the other party in an accident.
• This vertical movement also improves the effects of the restraint systems: the seats move towards the occupants by around three centimetres, which enables the belt tensioners to take up more slack. The high deceleration rate before the impact has a “pretensioning” effect on the occupants, so to speak.
• Downward support for the vehicle during the crash reduces the typical diving motion during a collision.

All in all, the braking airbag has the effect of an additional crumple zone. Mercedes engineers have calculated that even at a low 50 km/h, the additional deceleration has the same effect as lengthening the front end by 180 mm. Initial driving tests in a C-Class have already shown the effectiveness of this new auxiliary brake – though it will still be some time before the Braking Bag becomes another component of the PRE-SAFE® system.

Interactive Vehicle Communication: cars report what their sensors have detected

Cars sometimes know more about their surroundings than their drivers. With the help of intelligent communication systems, vehicles themselves are able to contribute to improved road safety and mobility.

A patch of black ice on the next bend? A bank of fog three kilometres down the road? A new traffic tailback where roadworks are being carried out? What used to come as an unpleasant surprise is far less frightening if the approaching driver receives an up-to-date is warning beforehand. This is a task that will in future be carried out by the other vehicles on the roads at the time – automatically, by radio. This is the basic idea behind Interactive Vehicle Communication.

Cars are nowadays able to collect a great deal of information about the current driving situation, as the numerous sensors, cameras and control units for the dynamic and assistance systems can register e.g. poor weather conditions just as well as sudden braking and avoiding manoeuvres, or broken-down vehicles on the road. There are also other sources of information, for example local police reports. This information can be passed on via additional relay stations (“car-to-x”) such as radio masts at the roadside, stationary nodal points (e.g. traffic centres and overhead gantries) or via the internet. The onboard computer classifies all the reports according to plausibility and relevance. Tailback reports on the radio which are out-of-date or irrelevant to the individual driver will then be a thing of the past.

Mercedes engineers have been working on “Interactive Vehicle Communication” as a technology of the future for more than seven years. The ESF 2009 safety concept vehicle demonstrates the current status of this research: this Mercedes can automatically recognise an approaching police car, for example, and warn its driver by showing a symbol in the display. It is also possible to send and receive warnings of bad weather or obstacles in the road.

The exchange of data between vehicles is via so-called “ad hoc” networks, connections that are spontaneously formed between the vehicles over short distances. These wireless local area networks (WLANs) are self-organising, and require no external infrastructure. Transmission and reception is at a frequency of 5.9 gigahertz, over a distance of up to 500 metres. In fact the achievable communication range is much greater, as oncoming vehicles pass the messages on.

Cars that communicate with each other can do more than just pass on information: linked to modern proximity control systems such as DISTRONIC Plus from Mercedes-Benz, they can help to harmonise the traffic flow and avoid tailbacks by automatically selecting the most suitable vehicle speed when joining a motorway. And collisions can be avoided if onboard sensors recognise an impending accident and automatically regulate the distance.

This technology is currently demonstrating its practicality in the “Safe Intelligent Mobility – Test area Germany” project (simTD), in which Mercedes-Benz and other German manufacturers and suppliers are taking part. Up to 400 vehicles communicate with each other in these, the world’s largest field trials for Interactive Vehicle Communication. simTD is being conducted in the densely populated Frankfurt/Rhine-Main area from autumn 2008 to 2012. Experts expect usable mobile information networks with full coverage to become a possibility when around ten percent of all vehicles have this communications capability.

With the multiple award-winning PRE-SAFE® system, Mercedes-Benz has once again been underlining its role as a pioneer in the safety field since 2002: once the system recognises certain critical driving situations, PRE-SAFE® activates occupant protection measures as a precaution. As a further development, PRE-SAFE Pulse is able to reduce the loads acting on the torsos of the occupants by around one third during a side impact by preventively moving them towards the centre of the vehicle.

Out of harm’s way – every millimetre counts during an accident. When an impending lateral collision is recognised, PRE-SAFE Pulse as an active restraint system moves the driver and front passenger towards the centre of the vehicle, using air chambers in the side bolsters of the seat backrests. If the onboard sensors report that a side impact is inevitable, these are inflated within fractions of a second and give the seat occupants a slight nudge in the ribs. This impulse is enough to move them out of the danger zone by up to 50 millimetres. Even before the accident, it also accelerates the seat occupant in the direction he/she will later take during the accident. This reduces the loads acting on the occupant during the impact. The seat does not need to be replaced or repaired when this preventive safety system has been activated, as PRE-SAFE Pulse is reversible.

PRE-SAFE Pulse is being developed on the basis of the dynamic multicontour seat in the new Mercedes E-Class. Depending on the steering angle, lateral acceleration and speed, the inflation pressure and volume of the air chambers in the side bolsters of the seat backrests are already varied to give the driver and front passenger even better lateral support.

Partial main beam: full beam ahead at all times

Whether as brake lights and indicators in many Mercedes models, or as daytime driving lights in the new E and S-Class, LED lighting technology is seeing increasing use at Mercedes-Benz. And things will be brightening up at night as well in future: Mercedes lighting specialists are working on an adaptive LED main beam system that automatically excludes oncoming traffic from the cone of light. A special spotlight function also allows potential hazards to receive additional illumination.

Main beam, low beam, main beam… anybody travelling on country roads in western Europe at night is seldom able to drive with the main beams on for very long. The frequency of oncoming traffic dictates that the driver is soon obliged to switch to low beam, either manually or more conveniently using the Main Beam Assist in the new Mercedes E-Class. This is not enough to satisfy the researchers at Mercedes-Benz, however. Because during the phases when the driver switches to low beam – with its shorter range – to avoid dazzling others, it is possible to overlook other road users or potential hazards.

The lighting specialists at Mercedes-Benz are therefore working on an LED-based adaptive main beam system. This enables the driver to leave the main beams switched on constantly. As soon as the system detects oncoming traffic with the help of a camera, it automatically adjusts the light distribution accordingly. The Mercedes ESF 2009 experimental safety vehicle shows precisely how this works. A headlamp is made up of 100 LEDs. These semiconductor elements can be individually activated, so that when there is oncoming traffic, the precise beam area in which other road users are located can be darkened down. The system recognises these using an infrared camera. The purely electronic module is also able to respond much faster than present electro-mechanical shutter/roller assemblies.

The light distribution can also be refined in the opposite direction: a special spotlight function in the LED array of the research vehicle also enables potential hazards to be highlighted. If the infrared camera detects pedestrians in the road ahead, for example, they can be briefly lit up beyond the normal main beam illumination, as if by an aimed spotlight. The driver is thus alerted to the potential danger.

Side Reflect: not all Mercedes are grey at night

Reflective material on the body and tyres could further improve the lateral visibility of vehicles, and help to avoid accidents at road junctions.

Reflective materials have long been commonplace in children’s clothing, and in the case of bicycles it is even mandatory to have reflectors in the wheel spokes. So the engineers at Mercedes-Benz asked themselves why the perceptual safety of cars could not be improved in the same way. Accordingly the ESF 2009 research car features appropriate reflective elements when viewed from the side. These modifications are not visible during the daytime, but the additional benefit shows up when dusk and darkness fall.

Together with the manufacturer Continental, Mercedes specialists have developed a reflective strip on the tyres which visually enlarges the wheels in daylight and creates an easily visible band of light when illuminated at night. As a further safety feature there are reflective seals between the doors and the roof, a joint development with the adhesive foil specialist 3M. The aim is to make the vehicle’s silhouette more easily visible in the dark. This enables potential accident situations on junctions or in the form of unlit, parked vehicles to be defused.

Reflective foils consist if a reflective base layer with tiny balls of glass. When a ray of light hits the foil, it is refracted by the glass balls, reflected by the base layer and refracted again on exiting. As a result, most of the light is reflected back in its original direction.

Belt Bag: a clever combination of a seat belt and airbag

The seat belt is regarded as one of the most important inventions of the 20th Century, and has saved countless lives. It has been further improved with belt tensioners and belt force limiters, but that is not the end of its development: an innovative extension to the width of the belt, known as a Belt Bag, is able to reduce the risk of injury even further in an accident.

When a seat belt limits the movement of its wearer’s torso as intended during a collision, it subjects the body to considerable forces. The Belt Bag, on whose development Mercedes-Benz is working intensively with the seat belt specialist Autoliv, practically doubles its width within fractions of a second during an accident. This increase in the width of the belt spreads the pressure over a wider area, thereby reducing the risk of injury. This is particularly beneficial for older passengers, whose ribcage is no longer so flexible.

As the name suggests, the Belt Bag is a combination of a seat belt and airbag. When the crash sensors detect a serious impact, the airbag control unit activates the Belt Bag. A generator at the belt armature inflates the double-layered belt, which has Velcro seams. The volume of the Belt Bag is around four litres. The developers consider the Belt Bag to deliver the greatest benefits in the rear of the car, where conventional airbags cannot be installed. It is therefore conceivable that the Belt Bag could be used here by Mercedes-Benz in the foreseeable future.

Mercedes engineers have thought about how children might travel even more safely in a car. The two major advantages of the Mercedes concept study “Child Protect” over conventional child safety seats are an improved protective effect and greater comfort for the child. This is accompanied by a high level of quality and attractive visual integration of the seat into the interior of Mercedes models. This system jointly designed with the restraint system specialist Takata is suitable for children aged between three and 12 years (weight categories II and III). One special feature is its modular construction, as the height and width can be individually adapted to the child’s physical proportions.

“Child Protect” has a tubular frame construction. This design offers better support and greater rigidity than versions of moulded plastic during a side impact. The prominent side bolsters in the shoulder and head area keep the child in place and minimise body movement during an accident. At the same time they prevent the child from coming into contact with vehicle components penetrating into the interior, or with the passenger in the adjacent seat. This seat study, which is approved according to the ECE R44.04 standard, is also equipped with automatic, sensor-controlled airbag deactivation on the front passenger seat.

As an additional benefit, Mercedes engineers are considering the addition of a buggy subframe to the child seat. This would also ensure that children travel in comfort, style and safety outside the car.

Child Cam: keeping an eye on the kids

With the help of a small camera, drivers will in future be able to keep children travelling in the rear under control without taking their eyes off the road.

“Mum, Vanessa keeps pulling my hair!” “John’s seat belt isn’t properly fastened.” – Parents know that when the kids are on board, there is usually no shortage of action on the rear seats. But if the driver looks back to see what is going on, there is a risk of an accident. Accordingly Mercedes safety experts have developed “Child Cam”, a simple camera system that enables the kids to be observed without taking one’s eyes off the road.

A small camera is mounted on the roof lining behind the front seats. If required its images can be transferred to the dashboard display – not in video form, but as sequences of stills to avoid distraction. The camera position provides a slight bird’s-eye view, which allows children in rear-facing child seats to be observed more easily.

“Child Cam” also shows rear areas that are not easy for the driver to observe, e.g. the seat directly behind. And in the case of an estate car, SUV or van, it is also possible to monitor the luggage compartment. This is very useful if domestic pets are on board, for example.

PRE-SAFE 360°: full emergency braking before an impact

With the multiple award-winning PRE-SAFE® system, Mercedes-Benz has once again been underlining its role as a pioneer in the safety field since 2002: once the system recognises certain critical driving situations, PRE-SAFE® activates occupant protection measures as a precaution. As a further development, PRE-SAFE 360° monitors not only the areas to the side, but also to the rear of the vehicle.

PRE-SAFE 360° uses short-range or multi-mode sensors to monitor the area behind the vehicle to a range of up to 60 metres. If the accident early-warning system registers that a collision is unavoidable, the brakes are applied around 600 milliseconds before the impact. If the already stationary car is braked during a rear-end collision, this not only prevents secondary accidents where the car is e.g. uncontrollably shunted into a road junction or onto a pedestrian crossing. The severity of possible whiplash injuries to the occupants can also be reduced by application of the brakes, as the vehicle and therefore its occupants have less forward acceleration. The driver always has the final decision with PRE-SAFE 360°, however: if he accelerates because he is able to prevent the rear-end collision by moving forward, for example, the brakes are instantly released.

Contrary to the widely held opinion among drivers, it does not make sense to take one’s foot off the brake pedal before an impending rear-end collision. The correct action would be to apply the brakes as hard as possible, however accident research findings show that the driver of a stationary vehicle impacted from the rear is moved backwards by up to 20 centimetres. This inevitably causes his feet to slip from the pedals.

The protective effect of PRE-SAFE 360° supports that of the NECK-PRO crash-responsive head restraints, which are already standard equipment in many Mercedes model series. If the sensor system detects a rear-end collision with a defined impact severity, it releases pre-tensioned springs inside the head restraints, causing the head restraints to move forward by about 40 millimetres and upwards by 30 millimetres within a matter of milliseconds. This means that the heads of the driver and front passenger are supported at an early stage than with conventional head restraints.

Size Adaptive Airbags: tailor-made airbags

The 1980 Mercedes S-Class (W 126) was the first series production car equipped with an airbag. In the meantime airbags have firmly established themselves across all vehicle segments. Airbags have saved many human lives and reduced the severity of injuries. Mercedes safety specialists are now working on a further improvement to their protective effect by developing airbags with a variable volume.

There are already adaptive airbags at Mercedes-Benz today, for in many model series the airbags are activated in two stages depending on the assessed severity of the impact. Future generations of this restraint system will not only take accident severity into account, but adapt themselves to the individual vehicle occupants: “Size Adaptive Airbags” automatically adjust their volume to the seating position and stature of the front passenger as recognised by the sensors. For whether a small front passenger is hunched up close to the dashboard or a tall front passenger has his seat moved well back is certainly a factor in the protective effect of the airbag. The weight of the front passenger, and therefore the forces acting on the airbag during an accident, are also important.

“Size Adaptive Airbags” enable occupant contact with the airbag to be optimally timed, whatever his weight and seating position. The restraint system can therefore dampen the impact to optimum effect. This Mercedes development varies the volume on the front passenger side between 90 and 150 litres. For purposes of comparison, conventional front passenger airbags have a volume of around 120 litres.

The system uses three retaining bands with which the airbag contours are adjusted to limit the volume. The retaining bands are fitted on electrically driven spools. When the airbag is activated, only as much band length is released as the control unit has calculated on the basis of sensor data for the seating position and weight of the occupant.

Interseat Protection: don’t get too close to me

Danger not only comes from outside during an accident. In unfortunate cases even passengers wearing their seat belts can come into contact and injure each other. Interseat Protection in both seat rows helps to prevent this.

Mercedes safety specialists are presenting two proposed solutions in one with Interseat Protection: a protective system for the driver/front passenger and one for the rear-seat passengers. As a common feature of both, the occupants are physically separated from each other if the PRE-SAFE® system registers an accident. 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. A seat-mounted solution like this has the advantage that the protective barrier adapts itself to the position of the front seats.

The seat position does not need to be taken into account in the rear, therefore a protective pad located above the centre armrest is used when an accident is detected. This pad helps to prevent the two passengers in the rear from impacting each other. When the pad is at rest it can be activated as part of PRE-SAFE®. Within fractions of a second, the seat divider emerges and the two head supports are deployed.

Mercedes accident research has shown that during a side impact, and also during a rollover, the heads of the passengers move along different paths: around 50 milliseconds after the accident, the head of the person facing the impact changes the direction of its evasive movement towards the centre of the vehicle – impelled by the sidebag and head airbag. A second important finding from these analyses is that a collision between the passengers can only be avoided if the torso is supported. The protective pad of the Interseat Protection system is dimensioned accordingly.

In normal cases the protective pad in the rear is more of an innovative comfort feature: the pad is designed to be extended by the passengers at the touch of a button, when it can be used as a head and shoulder support for a comfortable sleeping position. It would also be conceivable to use the space for stowage or a cooler box, or an entertainment console.

Hybrid Battery Shield: seven-stage safety system

A drive train with hybrid technology lowers fuel consumption and CO2 emissions. At the same time this introduces high-voltage electricity and sophisticated battery systems into passenger car engineering, however. Thanks to their long experience with fuel cell technology, Mercedes development engineers are extremely well prepared for the new challenges this presents. A comprehensive, seven-stage safety concept is the result.

The challenge lay in not only complying with all the worldwide and in-house crash test requirements, but also in ensuring the greatest possible safety for the electrical components. This safety system already applies in production, includes workshop personnel during servicing and maintenance, and also takes the emergency services into account when passengers need to be recovered following an accident. The seven-stage concept in detail:

1. In the first stage all the wiring is colour-coded to eliminate confusion, and all components are marked with safety instructions. This makes the regular technical inspections easier to carry out.

2. The second stage comprises comprehensive contact protection for the entire system by means of generous insulation and newly developed, dedicated connectors.

3. As part of the third stage, the lithium-ion battery has been given a whole package of carefully coordinated safety measures. This innovative battery is accommodated in a high-strength steel housing, and also secured in place. Bedding the battery cells in a special gel effectively dampens any jolts and knocks. There is also a blow-off vent with a rupture disc and a separate cooling circuit. An internal electronic controller continuously monitors the safety requirements and immediately signals any malfunctions.

4. The fourth stage of the safety concept includes separation of the battery terminals, individual safety-wiring for all high-voltage components and continuous monitoring by multiple interlock switches. This means that all high-voltage components are connected by an electric loop. In the event of a malfunction the high-voltage system is automatically switched off.

5. Active discharging of the high-voltage system as soon as the ignition is switched to “Off”, or in the event of a malfunction, is part of the fifth stage.

6. During an accident, the high-voltage system is completely switched off within fractions of a second.

7. As the seventh and last stage, the system is continuously monitored for short circuits.

Daimler AG is reporting today that worldwide sales at its Mercedes-Benz Cars divisions dropped 12.4 percent in May 2009 to 97,300 new units, bringing total sales of the Mercedes-Benz, Maybach and smart brands to 433,100 units through the first five months of the year (a decrease of 21.1 percent).  Individually, sales at Mercedes-Benz were down 12.1 percent on the month (86,300 units), while smart noted a slightly larger decline, with sales trailing 14.9 percent when compared to May 2008 (11,000 units).  As a result of these figures, year-to-date sales at Mercedes-Benz are off 22.3 percent (383,000 units), while smart is down 9.9 percent (50,100 units) compared to 2008’s five-month ytd total.

It’s interesting to note:  despite the current economic climate, Mercedes-Benz Cars enjoyed a gain in its home market of Germany, where the group noted a sales increase of 12.2 percent (28,800 new units).  Of these, 25,600 units were of the Mercedes-Benz variety, bringing the Mercedes-Benz brand’s sales growth to 11 percent.  The Asia/Pacific region also benefited from a sales increase thanks to strong sales in China, with the area as a whole increasing sales 7.8 percent to 12,900 new units.

To read more about worldwide sales at Mercedes-Benz Cars for the month of May 2009, keep reading for the official press release

Mercedes-Benz would like to remind you today that the new C-Class is the most economical C-Class ever.  Thanks to three direct-injection models – the C220 CDI BlueEFFICIENCY, the C250 CDI BlueEFFICIENCY and the C250 CGI BlueEFFICIENCY – you can enjoy fuel consumption of just 4.8 liters, 5.1 liters and 7.2 liters (per 100 kilometers), respectively.  For my American readers, that’s about 49 mpg, 46 mpg and 32 mpg, respectively.

Despite the impressive fuel economy, each of the models still boasts impressive performance.  The C220 CDI BlueEFFICIENCY features a 170 hp powerplant and can accelerate from 0-62 mph in 8.4 seconds, the C250 CDI BlueEFFICIENCY features a 204 hp powerplant and can accelerate from 0-62 mph in 7.0 seconds, and the C250 CGI BlueEFFICIENCY features a 204 hp powerplant and can accelerate from 0-62 mph in 7.4 seconds.

Also, each of the engine variants can be had in either saloon or estate versions.

Before you get too excited, it’s important to note that these figures apply to the European market, so if you’re one of the many U.S. residents reading the site, your options are severely limited.  Specifically, your best option at present is the C300, which features a 228 hp powerplant and fuel mileage of 18 city / 25 highway.