As promised, Mercedes today has published two press releases which delve into both the development and planning stages of the forthcoming 2008 C-Class, the first of which we already brought you. 

In this, the second installment of our C coverage, Mercedes has published a remarkable look at what went into the testing of the new model, including an in-depth look at the 15 million mile testing period the new C-Class was forced to undergo.  Yes, ladies and gentlemen, in total, the new C-Class has traveled some 15 million miles.  To put it in perspective, that's 600 times around the equator; or 62 trips between the Earth and the moon. It was, for all intensive purposes, the most grueling and in-depth testing program in the company's history.

Thankfully, Mercedes did a tremendous job documenting this and various other testing stages conducted on the upcoming model; providing us allw ith an informative, engaging look at the incredible amount of work that went into creating the next C-Class.

To learn more, you can find the full press release detailing the 2008 C-Class' testing program below, followed by a vast number of photos showcasing the many testing methods employed by Mercedes.

Enjoy.

OFFICIAL PRESS RELEASE

Testing of the new C-Class: Over 24 million test kilometres and extremely tough test-rig programmes to optimise long-term quality

Sindelfingen, Jan 09, 2007
When the new Mercedes-Benz C-Class is launched in spring 2007, the Saloon will have completed the most comprehensive test programme in the Stuttgart manufacturer's history. Over a period of three and a half years, the prototypes and pre-production models have clocked up a total of more than 24 million test kilometres all over the world. The tests performed on the test rigs at the Mercedes-Benz Technology Centre in Sindelfingen were equally extensive and intensive. Here the body and chassis were subjected to one exceptionally tough test after another to simulate the loads and stresses of an entire car lifetime within a matter of weeks. Each kilometre of these endurance tests, which Mercedes-Benz also carries out on highly demanding test tracks, is around 150 times tougher than everyday driving. These extreme tests form the basis for the high long-term quality of the Mercedes passenger cars.

Testing of the new C-Class began in summer 2003. A total of 280 prototypes completed systematic non-stop tests under various climatic and topographic conditions. These included the "Heide" endurance test, one of the world's toughest test programmes for newly developed cars. This torture-track test, carried out over a period of four to six weeks, goes back more than 50 years to a time when Mercedes performed much of its test driving on Lüneburg Heath ("Heide" is the German word for "Heath”). It is equivalent to 300,000 kilometres of everyday driving by a Mercedes customer.

Mercedes-Benz recreated these pothole and cobblestone-covered routes at its facilities in Stuttgart and Sindelfingen and now uses the data gathered during these in-house tests to control test rigs. This means the highly sophisticated rigs can relentlessly shake and bend car bodies around the clock to reproduce the driving conditions experienced during the "Heide" torture-track endurance test. The forces acting on the connecting points between the chassis and body are immense – up to 20,000 Newtons – and they occur in quick succession. This is equivalent to a weight of up to two tonnes.

Durability testing: one of the world's toughest test programmes

The computer data compiled during the "Heide" torture-track endurance test are also used for chassis durability testing. Complete front and rear axles go through this unique series of tests around the clock on six servo-hydraulic test rigs. Mercedes engineers use four further installations to test the wheels, wheel bearings and wheel hubs for 60 hours non-stop on a simulated Hockenheimring Grand Prix circuit, during which time the chassis components are subjected to colossal lateral forces that stretch them to breaking point.

Similarly, the axle joints and bearings have to withstand extreme loads before they get the go-ahead for series production and installation in the new C-Class or other Mercedes models. In addition to permanent pressure and movement tests with forces of up to 35,000 Newtons, axle components must also resist extremely high temperatures of 90 degrees Celsius – verified in axle-joint field tests in city traffic in Tokyo.

Mercedes passenger cars also have to endure other simulated everyday conditions during testing, such as a high-pressure water jet (80 bar) and the systematic spraying of the joints with ice-cold dirty water and fine, hot sand dust over a period of three weeks. The most extensive test cycle in this environmental simulation lasts three weeks and includes over one million axle-joint load cycles – far more than any Mercedes-Benz usually experiences during its long lifetime.

The Mercedes-Benz Technology Centre has a total of around 160 innovative test rigs for chassis component durability testing alone.

"World Test" on three continents

Following a series of systematic long-distance tests in everyday traffic and at proving grounds, during which the cars were subjected to such high loads and stresses that they aged at a vastly accelerated rate, the 18-week "World Test" was one of the highlights of the systematic test marathon for the new C-Class. Four fully equipped pre-production vehicles successfully came through the tests in Germany, Finland, Dubai and Namibia. Here, under widely fluctuating climatic and topographic conditions, all of the vehicle components and systems – from the diesel particulate filter to the seats, from the door hinges to the shock absorbers – were tested once again.

Furthermore, 15 new C-Class pre-production models took part in a stiff final examination before production launch, involving tests in six countries within a period of seven months. Never before has a newly developed Mercedes model undergone such an extensive additional test programme – and passed with such flying colours.

For the final field test before production launch, Mercedes-Benz will be sending out around 450 new, factory-produced C-Class Saloons for "near-launch road trials" in which DaimlerChrysler employees will test the new model in normal everyday situations, covering a total of around 16 million kilometres in the process. This exhaustive series of tests is designed to ensure top quality right from the start.

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To detect any damage at an early stage, the Mercedes engineers stop the test rig approximately every 100 kilometres or if one of the 150 or so sensors which permanently monitor the vehicle gives the signal to shut it down automatically.


To detect any damage at an early stage, the Mercedes engineers stop the test rig approximately every 100 kilometres or if one of the 150 or so sensors which permanently monitor the vehicle gives the signal to shut it down automatically.


To detect any damage at an early stage, the Mercedes engineers stop the test rig approximately every 100 kilometres or if one of the 150 or so sensors which permanently monitor the vehicle gives the signal to shut it down automatically.











To detect any damage at an early stage, the Mercedes engineers stop the test rig approximately every 100 kilometres or if one of the 150 or so sensors which permanently monitor the vehicle gives the signal to shut it down automatically.











To detect any damage at an early stage, the Mercedes engineers stop the test rig approximately every 100 kilometres or if one of the 150 or so sensors which permanently monitor the vehicle gives the signal to shut it down automatically.











To detect any damage at an early stage, the Mercedes engineers stop the test rig approximately every 100 kilometres or if one of the 150 or so sensors which permanently monitor the vehicle gives the signal to shut it down automatically.


To detect any damage at an early stage, the Mercedes engineers stop the test rig approximately every 100 kilometres or if one of the 150 or so sensors which permanently monitor the vehicle gives the signal to shut it down automatically.











To detect any damage at an early stage, the Mercedes engineers stop the test rig approximately every 100 kilometres or if one of the 150 or so sensors which permanently monitor the vehicle gives the signal to shut it down automatically.











The „Heide“ torture-track endurance test on the test rig runs for a total of 2000 kilometres. In terms of the stresses and loads exerted on the car, this is equivalent to a Mercedes customer driving 300,000 kilometres.


The „Heide“ torture-track endurance test on the test rig runs for a total of 2000 kilometres. In terms of the stresses and loads exerted on the car, this is equivalent to a Mercedes customer driving 300,000 kilometres.












The „Heide“ torture-track endurance test on the test rig runs for a total of 2000 kilometres. In terms of the stresses and loads exerted on the car, this is equivalent to a Mercedes customer driving 300,000 kilometres.












The „Heide“ torture-track endurance test on the test rig runs for a total of 2000 kilometres. In terms of the stresses and loads exerted on the car, this is equivalent to a Mercedes customer driving 300,000 kilometres.


A total of 26 vertically and horizontally arranged servo cylinders pound the car body mercilessly on the test rig. A hydraulic system pumps up to 2000 litres of oil per minute into the cylinders, generating 210 bar of pressure. This is how the immense forces of up to 20,000 Newtons, which are applied in quick succession by computer control and shake the car to its core, are achieved.


The thermoelastic strain analyses detect any weak spots in vital structural components such as the integral support frame.





The thermoelastic strain analyses detect any weak spots in vital structural components such as the integral support frame.





In a separate components laboratory, individual components – such as shock absorber towers, torsion bar bearings and pedal recesses – as well as body sections for new models have to pass endurance tests.


The Mercedes-Benz torture-track endurance test, known internally as the “Heide” test dates back over 50 years. The test was fi rst staged in the 1950s on country roads leading through Lüneburg Heath (German name: Lüneburger Heide).


The Mercedes-Benz torture-track endurance test, known internally as the “Heide” test dates back over 50 years. The test was fi rst staged in the 1950s on country roads leading through Lüneburg Heath (German name: Lüneburger Heide).


The Mercedes-Benz torture-track endurance test, known internally as the “Heide” test dates back over 50 years. The test was fi rst staged in the 1950s on country roads leading through Lüneburg Heath (German name: Lüneburger Heide).


The Mercedes-Benz torture-track endurance test, known internally as the “Heide” test dates back over 50 years. The test was fi rst staged in the 1950s on country roads leading through Lüneburg Heath (German name: Lüneburger Heide).


The sealing bellows, which protect the axle joints against dust, dirt and other environmental effects, are immersed in a glycol/water solution and moved with varying angles of tilt up to 40,000 times – including 10,000 times at temperatures of minus 15 degrees Celsius alone.


Testing with a high-pressure water jet and the systematic spraying of the joints with ice-cold, dirty water and fi ne, hot sand dust over a period of three weeks simulates the everyday conditions that Mercedes passenger cars are expected to withstand.


Testing with a high-pressure water jet and the systematic spraying of the joints with ice-cold, dirty water and fi ne, hot sand dust over a period of three weeks simulates the everyday conditions that Mercedes passenger cars are expected to withstand.


Testing with a high-pressure water jet and the systematic spraying of the joints with ice-cold, dirty water and fi ne, hot sand dust over a period of three weeks simulates the everyday conditions that Mercedes passenger cars are expected to withstand.


Testing with a high-pressure water jet and the systematic spraying of the joints with ice-cold, dirty water and fi ne, hot sand dust over a period of three weeks simulates the everyday conditions that Mercedes passenger cars are expected to withstand.


The sealing bellows, which protect the axle joints against dust, dirt and other environmental effects, are immersed in a glycol/water solution and moved with varying angles of tilt up to 40,000 times – including 10,000 times at temperatures of minus 15 degrees Celsius alone.


Mercedes-Benz checks the durability of the front and rear axle joints by performing pressure and movement tests lasting 100 hours. In addition to this, the joints also have to resist high temperatures of up to 90 degrees Celsius – the level of thermal stress measured at the axle components whilst driving in city traffi c in Tokyo, for example.


Mercedes-Benz checks the durability of the front and rear axle joints by performing pressure and movement tests lasting 100 hours. In addition to this, the joints also have to resist high temperatures of up to 90 degrees Celsius – the level of thermal stress measured at the axle components whilst driving in city traffi c in Tokyo, for example.


Mercedes-Benz checks the durability of the front and rear axle joints by performing pressure and movement tests lasting 100 hours. In addition to this, the joints also have to resist high temperatures of up to 90 degrees Celsius – the level of thermal stress measured at the axle components whilst driving in city traffi c in Tokyo, for example.


As well as having to endure climatic and environmental infl uences, the hydro-bushings employed by Mercedes-Benz for the front and rear axles and for the engine mounting have to withstand forces of up to 17,000 Newtons, which act on the bushings from all directions. In just a couple of weeks on axial test rigs, the bushings are subjected to testing that simulates the wear and tear of an entire car lifetime.


As well as having to endure climatic and environmental infl uences, the hydro-bushings employed by Mercedes-Benz for the front and rear axles and for the engine mounting have to withstand forces of up to 17,000 Newtons, which act on the bushings from all directions. In just a couple of weeks on axial test rigs, the bushings are subjected to testing that simulates the wear and tear of an entire car lifetime.


As well as having to endure climatic and environmental infl uences, the hydro-bushings employed by Mercedes-Benz for the front and rear axles and for the engine mounting have to withstand forces of up to 17,000 Newtons, which act on the bushings from all directions. In just a couple of weeks on axial test rigs, the bushings are subjected to testing that simulates the wear and tear of an entire car lifetime.


Four installations in the Mercedes Development Center are used to test the wheels, wheel bearings and wheel hubs by simulating driving for 60 hours around the Hockenheimring circuit. During this gruelling test of endurance, the components are subjected to lateral forces of up to 10,000 Newtons.


Four installations in the Mercedes Development Center are used to test the wheels, wheel bearings and wheel hubs by simulating driving for 60 hours around the Hockenheimring circuit. During this gruelling test of endurance, the components are subjected to lateral forces of up to 10,000 Newtons.


Four installations in the Mercedes Development Center are used to test the wheels, wheel bearings and wheel hubs by simulating driving for 60 hours around the Hockenheimring circuit. During this gruelling test of endurance, the components are subjected to lateral forces of up to 10,000 Newtons.


Like body durability testing, chassis endurance testing focuses primarily on the long-standing „Heide“ torture-track test. The Mercedes-Benz Technology Center in Sindelfi ngen has a total of six servo-hydraulic test rigs for testing complete front and rear axle assemblies, which run day and night.


Like body durability testing, chassis endurance testing focuses primarily on the long-standing „Heide“ torture-track test. The Mercedes-Benz Technology Center in Sindelfi ngen has a total of six servo-hydraulic test rigs for testing complete front and rear axle assemblies, which run day and night.


Like body durability testing, chassis endurance testing focuses primarily on the long-standing „Heide“ torture-track test. The Mercedes-Benz Technology Center in Sindelfi ngen has a total of six servo-hydraulic test rigs for testing complete front and rear axle assemblies, which run day and night.


Like body durability testing, chassis endurance testing focuses primarily on the long-standing „Heide“ torture-track test. The Mercedes-Benz Technology Center in Sindelfi ngen has a total of six servo-hydraulic test rigs for testing complete front and rear axle assemblies, which run day and night.


The „World Test“ was the fi rst part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the fi rst part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the first part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the first part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the first part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the first part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the first part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the first part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the first part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the first part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


The „World Test“ was the first part of one final examination staged before the new C Class entered series production. The test candidates, two fully equipped pre-production models, were put through their paces in South Africa, Germany, Scandinavia and the Middle East. Both vehicles covered a total distance of 52,000 kilometres.


Durability testing of the C-Class included a series of long-distance tests in everyday traffic and on proving grounds, during which the focus was placed on specifi c parts, components or functions. These tests included several trailer endurance tests, each covering 25,000 km, as well as test drives on race circuits such as the Hockenheimring.


Durability testing of the C-Class included a series of long-distance tests in everyday traffic and on proving grounds, during which the focus was placed on specifi c parts, components or functions. These tests included several trailer endurance tests, each covering 25,000 km, as well as test drives on race circuits such as the Hockenheimring.


Durability testing of the C-Class included a series of long-distance tests in everyday traffic and on proving grounds, during which the focus was placed on specifi c parts, components or functions. These tests included several trailer endurance tests, each covering 25,000 km, as well as test drives on race circuits such as the Hockenheimring.


Durability testing of the C-Class included a series of long-distance tests in everyday traffic and on proving grounds, during which the focus was placed on specifi c parts, components or functions. These tests included several trailer endurance tests, each covering 25,000 km, as well as test drives on race circuits such as the Hockenheimring.


Durability testing of the C-Class included a series of long-distance tests in everyday traffic and on proving grounds, during which the focus was placed on specifi c parts, components or functions. These tests included several trailer endurance tests, each covering 25,000 km, as well as test drives on race circuits such as the Hockenheimring.


At the proving ground in Sindelfi ngen, Mercedes-Benz has recreated the rough roads once used for testing on Lüneburg Heath. This is the setting for one of the world‘s toughest test programmes for newly developed cars.


At the proving ground in Sindelfi ngen, Mercedes-Benz has recreated the rough roads once used for testing on Lüneburg Heath. This is the setting for one of the world‘s toughest test programmes for newly developed cars.


At the proving ground in Sindelfi ngen, Mercedes-Benz has recreated the rough roads once used for testing on Lüneburg Heath. This is the setting for one of the world‘s toughest test programmes for newly developed cars.

Copyright © 2007, DaimlerChrysler AG