Automobile development means reconciling conflicting aims, and this is especially true where bodyshell engineering is concerned. In addition to high operating strength and a long service life, the aim is to meet a large number of sometimes contradictory requirements at the same time. On the one hand the bodyshell must form a robust backbone for the running gear, ensure precise handling and prevent uncomfortable vibrations, and on the other it should be light in weight and streamlined in the interests of a favourable fuel consumption. It must also satisfy the most stringent crash test standards, comply with the regulations pertaining to pedestrian protection and be easy to repair.

The bodyshell of the new C-Class is the perfect "all-rounder" in these respects. It uncompromisingly meets all these requirements, demonstrating the enormous experience of Mercedes engineers in the field of body engineering. Intelligent concepts and well-conceived details have been used to resolve conflicting aims and reconcile seemingly contradictory ideals.

Lightweight construction is a good example: despite considerable increases in safety, spaciousness and comfort, the bodyshell of the new C-Class weighs eight kilograms less than that of the preceding model. These results are based on the careful selection of materials on the well-tried Mercedes principle of "the right material in the right place". Preference has been given to high-strength steel alloys, as these provide maximum strength for minimum weight and ensure the greatest possible safety. Around 70 percent of all the steel panels in the bodyshell of the new C-Class are made from these steel alloys – a percentage unprecedented in passenger car development.

A special mention should be given to the latest, ultra high-strength steels which have only been developed in recent years. These achieve an extremely high tensile strength which exceeds that of conventional steels by a factor of three or four, which makes them indispensable when it comes to meeting the stringent Mercedes requirements with respect to durability and safety. The proportion of these ultra high-strength alloys in the bodyshell of the new C-Class is around 20 percent.

Aluminium and plastics are the two other lightweight materials used by Mercedes-Benz where they offer the most advantages. Aluminium components in the new C-Class include:

• the front wings
  
• the front-end module member and crash boxes
  
• the parcel shelf panel in the rear
  
• the door modules.
  
• The spare wheel recess is of plastic.
  

In addition to these high-tech steel alloys, the use of high-strength structural adhesives makes a major contribution to the strength of the bodyshell. The adhesive creates a firm bond between the steel flanges, significantly increasing the load resistance and transfer of forces in safety-related areas. In this way adhesives supplement conventional processes such as spot/laser welding. The total length of high-strength bonded seams in the bodyshell of the new C-Class is around 60 metres.

Low-stress joining techniques and the latest spot or laser welding processes make additional soldered connections and MAG-welding seams between the steel panels almost completely unnecessary – a major contribution to the durability of the bodyshell. Modern joining techniques also guarantee a high level of dimensional precision. The flanges at the edges of the steel components are designed in such a way that any tolerances are already compensated when the panels are brought together, allowing them to be welded together with low stresses.

For the first time Mercedes-Benz has used the new "RobScan" joining process, which is based on the latest laser welding technology. This enables a high working speed to be combined with narrow welding flanges for an even better crash performance. This process is used in the door, side wall and rear-end areas – with a total of around 640 welding seams.

Body structure: robust basis for safety and comfort

This intelligently designed bodyshell creates the major conditions for the high level of ride comfort that distinguishes the new C-Class from other saloons in this market segment. Torsional resistance – an important indicator for the vibration characteristics of the bodyshell – has improved by around 13 percent compared to the preceding model. The engineers in Sindelfingen also paid particular attention to the connecting points between the running gear and the bodyshell, which are required to withstand very high forces. These were specifically reinforced as necessary, to ensure that road-induced vibrations are not transferred to the body at the expense of driving enjoyment.

These robust structures are not least provided in the interests of safety as well. For example, the rigidly bolted integral member on which the engine, steering, front axle and transmission are mounted acts as part of the front deformation zone in the new C-Class; for this purpose it has been extended forward, forming an additional impact plane at the lower level: during a severe frontal crash this high-strength steel component is able to deform, absorb energy and conduct forces directly into the floor structure via special tubular members (see page 51).

The structure and integration of the front end is also new. This mainly consists of a strong aluminium cross-member and two single-piece aluminium crash boxes inserted and bolted into the side members. The other components of the front end are also bolted together, which means they can be replaced at favourable cost after an accident.

Firewall: new, four-part concept for maximum impact protection

The firewall is a four-part construction. This enables Mercedes engineers to vary the material thicknesses according to vulnerability in an accident, while making a further contribution to weight reduction. As the load acting on the firewall during a frontal crash is greatest in the lower section, the sheet steel used here is up to 56 percent thicker than at the top.

On the left and right in front of the firewall, there are two compartments housing the starter battery (right) and the central electrics (left) among other units. These areas are separated from the engine compartment by a partition wall of sheet steel and aluminium. A special melamine resin foam application on the inside of the partition ensures effective noise and heat insulation.

Passenger cell: floor structure with continuous longitudinal members

During a frontal, rear-end or lateral collision, or during a rollover, the passenger cell remains a practically undeformable structure which provides an intact survival space even at high impact speeds. Ultra high-strength steels and panels of increased thickness play an important part in this, as does the inclusion of additional structural members.

The main floor structure consists of three steel sheets which are laser-welded together and subsequently brought into the right form. The thick centre sheet forms the tunnel, the actual backbone of the passenger cell. Other new features which are very important for occupant protection and the rigidity of the bodyshell include the continuous floor side members, the insides of which are additionally reinforced with steel sections. These are connected to the front ends of the side members, thereby lengthening the load-bearing paths to which forces can be distributed during an impact. At the rear the floor side members extend to the cross-member beneath the rear seat unit to stabilise the entire floor structure, resulting in a considerable improvement in the vibration characteristics of the bodyshell.

Mercedes engineers have also incorporated robust aluminium cross-members – so-called tunnel struts – into the floor assembly. One of these is located beneath the transmission, and is designed to direct forces to the unaffected side of the vehicle during a side impact. The second tunnel strut creates a connection between the two side members. This likewise rigidifies the floor assembly and is able to direct impact forces into the floor structure at an early stage during a side impact. Diagonal struts between the side skirts and the side members also improve rigidity and improve the vehicle’s cornering characteristics.

Side wall: reinforced B-pillars with three layers of steel

The outer side walls of the new C-Class are of one-piece construction. Individually welded inner panels ensure exemplary strength in the area of the roof pillars. The B-pillars, which are required to absorb large forces and transfer them to the bodyshell structure during a side impact, consists of three formed steel layers plus a large, reinforced area extending to the upper edge of the belt deflector point. One of the sections and the reinforcement are made from hot-formed, ultra high-strength steel.

When designing the doors, Mercedes engineers also devoted particular attention to the door hinges, for which they developed special, high-strength mounting plates. This creates a robust, integrated structure which is able to provide effective protection to the occupants in the event of a collision. The inner door panels are high-strength steel plates reinforced by sections in the area of the frame, waistline and at bumper level.

Additional members located in the lower area between the outer and inner door panels supplement the side impact protection measures. Each of the rear doors has two of these steel sections.

Rear end: cross-member of flexibly rolled high-tech steel

The major components of the rear-end structure are multi-piece side members of high-strength steel and a robust, flexible cross-member. The rear side members are continuous, closed box sections with defined, graduated material thicknesses. These are able to absorb large forces, and make a major contribution to occupant safety during a rear impact. The bolt-on flexible cross-member is produced by an innovative, flexible rolling process which likewise allows the material thickness to be varied as required. Flexible means that the ultra high-strength steel can be processed in such a way that areas with different steel thicknesses can be produced within a single component. Accordingly the thickness on the outside of the cross-member – where impact loads are highest – is greater than on the inside.

The new C-Class also meets the world’s most stringent crash regulations where rear impact protection is concerned, for example the 80 mph test in the USA.

To ensure that the optionally folding rear seat backrests are securely anchored, Mercedes engineers developed a supporting structure for the rear bulkhead of the passenger cell which is welded to the side walls, floor panel and parcel shelf. This not only provides a solid anchorage for the backrest hinges and catches, but also contributes to the high torsional rigidity of the bodyshell.

Long-term protection: fully galvanised bodyshell with scratch-resistant paintwork

Long-term anti-corrosion protection for the bodyshell is based on fully galvanised body panels, some of which have an additional organic coating on both sides depending on their location, e.g. on the doors or on the front, side and rear longitudinal members. This coating also contains rust-inhibiting zinc pigments. Mercedes-Benz also protects the most vulnerable structural areas of the bodywork with a cavity-fill preserving agent, for example on the front side members, the upper side member plane, the door sills and the rear wheel arches.

Fully weather-sealing the welding seams also prevents the onset of corrosion. This seam sealing benefits not only the bonnet, doors, boot lid and rear wheel arches, but also a large proportion of the welded joints in the floor structure of the new C-Class. Using laminated plastic for a large area of the underbody panelling has allowed Mercedes engineers to dispense with conventional PVC underseal. This underbody panelling protects the body from stone chippings, water and soiling. Axle components subject to severe stone impacts are also protected by a plastic lining.

Mercedes-Benz also makes a major contribution to exemplary long-term quality and value retention with a scratch-resistant clearcoat based on nano-technology. This innovative paint system, which celebrated its world debut at Mercedes-Benz at the end of 2003, is a standard feature of the new C-Class and is used for both metallic and non-metallic finishes.

Thanks to remarkable advances in the field of nano-technology, it was possible to integrate the tiny ceramic particles measuring less than one millionth of a millimetre into the molecular structure of the paint binder.

These particles effect a three-fold improvement in the scratch-resistance of the paint finish and ensure a visibly brighter, long-lasting sheen.

Exterior mirrors: significantly larger glass surface

The exterior mirrors of the new C-Class make an important contribution to perceptive safety: the glass surfaces have been significantly enlarged, and thereby already meet future legislation. With the new exterior mirrors, the driver is even able to recognise smaller objects lying on the ground around four metres behind the vehicle.

To ensure that the mirrors always provide the clearest possible view to the rear, they are electrically heated as standard. The heating system is switched on automatically, depending on the outside temperature and humidity. Both exterior mirrors are electrically adjustable, and fold inwards at the touch of a button. Various mirror settings can be stored if the memory package (optional) is specified. This package also includes a useful parking aid: as soon as the driver engages reverse gear, the lens of the exterior mirror on the front passenger side pivots downwards. This gives the driver a view of the kerb and assists reversing manoeuvres into parking spaces.

Sliding roofs: large area of glass from front to rear

In addition to the glass tilting/sliding roof, Mercedes-Benz offers an extra for the new C-Class which guarantees very special open-air enjoyment, namely a panoramic sliding roof.

The description can be taken literally, as the glass surface of this new development is almost twice the size of the tilting/sliding roof, extending from the windscreen right back to the rear window. At the touch of a button, the front section of the glass roof is raised and slides to the rear over the fixed section, while an air deflector mesh pops up at the front. As with the tilting/sliding roof, the front section of the panoramic sliding roof can also be put in the tilted position. Remote control using the electronic ignition key is also possible with this roof. If the C-Class is equipped with PRE-SAFE® (see pages 47/48), the tilting/sliding roof and the panoramic sliding roof are integrated into the preventive occupant protection system and close automatically before an impending accident. If linked to the rain sensor, the panoramic sliding roof also closes automatically when it rains.

Extruded aluminium sections form the robust structure of the newly developed panoramic sliding roof, which is bonded to the roof frame as a completely prefabricated module. Along both sides, black-painted aluminium mouldings cover the gap between the body and the glass panels. Sun protection is provided by tinted glass and electric roller blinds on the inside of both glass surfaces.

Aerodynamics: best Cd value of any notchback saloon in this class

On the basis of their enormous know-how, and with the help of the latest development methods, Mercedes engineers have also achieved another triumph where the aerodynamics are concerned. Despite a less tapered rear end, larger rear radii, larger exterior mirrors and smaller front overhangs, the new C-Class achieves a Cd value of 0.27 – the best in the market segment for notchback saloons. Rear axle lift, an important factor in handling and braking stability, has also been improved compared to the preceding model - from 0.09 to 0.07. Key aerodynamic figures at a glance:

These figures are the result of painstaking development work by computer and in the wind tunnel that already began during the early conceptual phase.

Based on the key exterior dimensions and the fundamental stylistic concept, 1 : 4-scale models of the new C-Class were initially produced and subjected to numerous wind tunnel tests to create the conditions for good aerodynamics. This experimental work was supplemented with flow simulations in the form of a cutting-edge process known as computational fluid dynamics, or CFD for short, which investigates airflow characteristics. The latest CFD software enabled the Mercedes engineers to calculate and optimise the aerodynamic conditions beneath the bonnet, in the underbody area or around individual body components, as well identifying the potential for further improvements at an early stage.

Ventilating rear lights: patented system replacing a spoiler

With the help of digital aerodynamic prototypes and tests in the wind tunnel, specialists in Sindelfingen came up with individual, intelligent solutions which measurably reduce the air resistance of the vehicle body. These include innovative "ventilating rear lights" – a system patented by Mercedes-Benz which replaces conventional spoiler lips and therefore does not compromise the attractive lines of the Saloon. The system works as follows: both rear lights of the new C-Class feature several small air vents. Air is sucked in from the underbody and flows behind the rear lights, which are sealed against the body, in the area between the rear cross-member and the rear bumper. The air is conducted to the air vents in the lights, where it flows out and influences the airstream along the side walls.

As a result the airstream along the sides is abruptly redirected at the rear lights, eliminating turbulences which would otherwise negatively influence the air resistance, rear axle lift and yaw characteristics of the Saloon.

Anti-soiling: a clear view all-round

Keeping the exterior mirrors, side windows and rear window clean in poor weather conditions is very important for driving safety. Accordingly Mercedes-Benz has always given this topic a great deal of attention, and has achieved further progress in the case of the new C-Class:

• The A-pillars feature special twin drainage channels in which rainwater striking the windscreen is collected, then conducted to the rear along the roof with the help of the slipstream. This keeps the side windows substantially free of soiling.
  
  
• The housings of the exterior mirrors are designed in such a way that rainwater flows to the outside along an unobtrusive, continuous channel and drains away. A small spoiler assists this defined drainage process, which keeps the side windows, mirror lenses and door handles clean.
  
  
• To keep the rear window clean, Mercedes engineers developed an innovative, two-piece rubber lip as a transition between the roof and the rear window. This features an open channel and a partly enclosed channel. Owing to the pressure conditions at the rear edge of the vehicle roof, rainwater first runs towards the middle in the open channel, where suction drives it outwards. Via the enclosed channel in the rubber lip it then flows away downwards along the window edging, keeping the window clean even at high speeds.

Aero-acoustics: detailed adjustments for audible comfort

Wind noises caused by slipstream around the body and its mounted parts, or by vibrations induced in the steel surfaces, can soon take the pleasure out of a journey. The progress made in this area is very audible on board the new C-Class: the more rigid bodyshell with its continuous floor side members, the reinforced outer skin and newly designed doors all help to ensure that vibrations remain at a very low level.

A new gap-sealing concept is also employed: the doors of the C-Class feature a continuous double seal - and in some areas even a triple seal. For the new panoramic sliding roof, Mercedes specialists have developed an air-deflecting mesh which is erected automatically. This ensures that the annoying flutter that occurs when the roof is open is effectively suppressed.

Headlamps: intelligent lighting according to the driving situation

The new C-Class literally shows the way ahead with its ultra-modern headlamp system, as the Intelligent Light System developed by Mercedes-Benz is optionally available for the first time in this vehicle class. It includes five different lighting functions:

• Country mode
  
• Motorway mode
  
• Enhanced foglamps
  
• Active Light System
  
• Cornering lights
  

In this way Mercedes-Benz has made yet another important contribution to driving safety and accident prevention.

The Intelligent Light System is based on powerful bi-xenon headlamps. These are variably controllable, and are networked with other electronic control units on board the Saloon from which the headlamps obtain information about the current driving situation and distribute their beam patterns accordingly. The familiar low-beam headlamps are replaced by the new country mode, which illuminates the driver’s-side edge of the road more widely and brightly than before. In the dark, this enables the driver to appraise the situation and respond more rapidly when other road users cross his path.

Motorway mode, which comes on automatically when driving above 90 km/h, increases the driver’s range of vision by up to 60 percent. This lighting function is activated in two stages: the Intelligent Light System first increases the output of the bi-xenon lamps from 35 to 38 Watts, thereby increasing the light intensity and providing noticeably better illumination of the road ahead and the side verges. The second stage of motorway mode becomes available at 110 km/h and above, when the beam of the bi-xenon module on the driver’s side is elevated slightly. Motorway mode has a range of around 120 metres, and the driver is able to see about 50 metres further at the centre of this cone of light than with conventional low-beam headlamps.

With the enhanced fog lamps, Mercedes-Benz also provides drivers with better orientation in adverse weather conditions. This new lighting function is activated at speeds below 70 km/h, as soon as the rear fog light is switched on. The variable headlamp technology of the Intelligent Light System makes it possible to pivot the bi-xenon headlamp on the driver’s side outwards by eight degrees, while lowering its beam. This illuminates the nearside of the road surface more brightly and reduces the glare from reflected light in foggy conditions.

The Intelligent Light System also includes the active headlamp and cornering light functions. These are switched on automatically: depending on the steering angle, yaw rate and vehicle speed, the active headlamps pivot sideways by up to 15 degrees in fractions of a second, thereby greatly improving road illumination. On an extended bend with a radius of 190 metres, the driver is able to see 25 metres further than with conventional dipped-beam headlamps thanks to this system. This function operates with both dipped and high-beam headlamps.

The cornering light function integrated into the main headlamps improves safety when entering junctions, openings and tight bends. It is automatically activated if the driver operates the indicators or turns the steering wheel at a speed below 40 km/h. The headlamps then illuminate the side area ahead of the vehicle to a range of around 30 metres at an angle of up to 65 degrees.

A headlamp cleaning system supplements the technology of the Intelligent Light System. This is linked to the windscreen washer system, and is activated every tenth time this is operated. This has the advantage that the headlamp cleaning system no longer needs to be operated manually.

In standard trim, the new C-Class leaves the production line equipped with newly developed projector-beam headlamps. Two parking lights are incorporated in the upper, flat area of the headlamp units where they meet the bonnet, and additional reflector-type high-beam headlamps are located below these, on the inside. The standard foglamps are integrated into the bumper lining, and are therefore in a favourable, low position for their purpose.

Powerful bi-xenon systems with around 50 percent more lighting power are optionally available as an alternative to the halogen main headlamps. In addition to the headlamp cleaning system, rear lights with yellow indicators in LED technology are included if Mercedes customers opt for the Intelligent Light System and/or bi-xenon headlamps.

Whether halogen or bi-xenon is chosen -- in both cases the standard headlamp assist function ensures that the vehicle lights come on automatically when darkness falls or the vehicle enters a tunnel. It is activated by the light switch in the dashboard ("Auto" position).

Electronic databus networking makes a number of further lighting functions and settings possible:

• Emergency lighting: Should a data channel or electronic control unit develop a defect, a pre-programmed setting prevents failure of the entire lighting system.
  
  
• Failsafe light function: In the event of a bulb failure which might compromise vehicle safety, the electronics switch on other bulbs as a temporary replacement.
  
• Daytime driving lights: Using the luxury multifunction steering wheel and the central display in the instrument cluster, the driver is able to programme the lighting system so that the low-beam headlamps, parking lights, rear lights and licence plate lamp always come on automatically when the engine is started.
  
• Orientation lights: If this function is activated using the luxury multifunction steering wheel, the foglamps remain switched on when the occupants have left the vehicle to aid orientation in the dark. The duration for this lighting function can be set from 1 to 60 seconds.
  

Flashing brake lights: effective warning when danger threatens

Mercedes-Benz has developed flashing brake lights as a further contribution to the prevention of rear-end collisions. These are standard equipment in the new C-Class. If the driver is obliged to brake hard from a speed of more than 50 km/h, or if Brake Assist is activated to support the driver in an emergency, the brake lights flash rapidly to warn traffic following behind. If the C-Class is brought to a standstill after such an emergency braking manoeuvre, the brake lights revert to continuous operation and the hazard warning flashers are switched on at the same time if the speed exceeded 70 km/h when emergency braking commenced.

Studies carried out by Mercedes engineers show that drivers’ braking reaction time can be shortened by up to 0.2 seconds on average if a flashing red warning light is substituted for a conventional brake light in emergency braking situations. As a result, the braking distance can be reduced by around 4.4 metres at a speed of 80 km/h, and by as much as 5.5 metres at 100 km/h.



The C-Class has completed about 5500 crash tests on the computer - true-to-life simulations, which provided engineers with useful insights particularly in the initial project phase. Mercedes-Benz uses one of the world's largest IT networks for these kinds of crash simulations, a process that involves computers carrying out up to 320 billion computing operations. Over 1500 processors were used as part of developing the safety systems for the C-Class.


The C-Class has completed about 5500 crash tests on the computer - true-to-life simulations, which provided engineers with useful insights particularly in the initial project phase. Mercedes-Benz uses one of the world's largest IT networks for these kinds of crash simulations, a process that involves computers carrying out up to 320 billion computing operations. Over 1500 processors were used as part of developing the safety systems for the C-Class.


The C-Class has completed about 5500 crash tests on the computer - true-to-life simulations, which provided engineers with useful insights particularly in the initial project phase. Mercedes-Benz uses one of the world's largest IT networks for these kinds of crash simulations, a process that involves computers carrying out up to 320 billion computing operations. Over 1500 processors were used as part of developing the safety systems for the C-Class.



The C-Class has completed about 5500 crash tests on the computer - true-to-life simulations, which provided engineers with useful insights particularly in the initial project phase. Mercedes-Benz uses one of the world's largest IT networks for these kinds of crash simulations, a process that involves computers carrying out up to 320 billion computing operations. Over 1500 processors were used as part of developing the safety systems for the C-Class.


The C-Class has completed about 5500 crash tests on the computer - true-to-life simulations, which provided engineers with useful insights particularly in the initial project phase. Mercedes-Benz uses one of the world's largest IT networks for these kinds of crash simulations, a process that involves computers carrying out up to 320 billion computing operations. Over 1500 processors were used as part of developing the safety systems for the C-Class.


The C-Class has completed about 5500 crash tests on the computer - true-to-life simulations, which provided engineers with useful insights particularly in the initial project phase. Mercedes-Benz uses one of the world's largest IT networks for these kinds of crash simulations, a process that involves computers carrying out up to 320 billion computing operations. Over 1500 processors were used as part of developing the safety systems for the C-Class.


The C-Class has completed about 5500 crash tests on the computer - true-to-life simulations, which provided engineers with useful insights particularly in the initial project phase. Mercedes-Benz uses one of the world's largest IT networks for these kinds of crash simulations, a process that involves computers carrying out up to 320 billion computing operations. Over 1500 processors were used as part of developing the safety systems for the C-Class.


The B-pillars, which have to absorb high forces and transfer them into into the structure of the bodywork, consist of three such sheet metal layers, or shells, together with a large reinforcement which extends up to the top of the seat belt sash guide. The reinforcement and one of the shells are made of ultra-high-strength, hot-formed steel.


The seats on the C-Class are fitted with high-strength tubular sections and impact-absorbing elements in the side trim. In the event of a side impact, the forces can be transferred via the seat and the centre console to the non-impacted side of the vehicle.


Apart from the robust aluminium cross-member on the front end and longitudinal members that extend a long way forward, which divert the forces into the side structure, the bulkhead and the centre tunnel, for the first time the integral, high-strength steel subframe acts as a loading case level. It was therefore extended forward and joined to the newly developed longitudinal floor members using special supporting tubes.


Throughout the development cycle, the new C-Class completed over 100 crash tests. This rigorous testing programme not only included more than two dozen different impact configurations, laid down as part of the car's global certification programme, but also nine particularly demanding in-house crash tests, some of which push the car far beyond any applicable legal requirements.


Throughout the development cycle, the new C-Class completed over 100 crash tests. This rigorous testing programme not only included more than two dozen different impact configurations, laid down as part of the car's global certification programme, but also nine particularly demanding in-house crash tests, some of which push the car far beyond any applicable legal requirements.


Throughout the development cycle, the new C-Class completed over 100 crash tests. This rigorous testing programme not only included more than two dozen different impact configurations, laid down as part of the car's global certification programme, but also nine particularly demanding in-house crash tests, some of which push the car far beyond any applicable legal requirements.


Throughout the development cycle, the new C-Class completed over 100 crash tests. This rigorous testing programme not only included more than two dozen different impact configurations, laid down as part of the car's global certification programme, but also nine particularly demanding in-house crash tests, some of which push the car far beyond any applicable legal requirements.


Throughout the development cycle, the new C-Class completed over 100 crash tests. This rigorous testing programme not only included more than two dozen different impact configurations, laid down as part of the car's global certification programme, but also nine particularly demanding in-house crash tests, some of which push the car far beyond any applicable legal requirements.


Seven airbags are standard equipment in the C-Class: two adaptive airbags for driver and front passenger, a kneebag for the driver (in the Euro NCAP countries), two sidebags in the backrests of the front seats and two large windowbags, which extend from the A-pillar to the C-pillar in the event of a side impact.


Seven airbags are standard equipment in the C-Class: two adaptive airbags for driver and front passenger, a kneebag for the driver (in the Euro NCAP countries), two sidebags in the backrests of the front seats and two large windowbags, which extend from the A-pillar to the C-pillar in the event of a side impact.


Seven airbags are standard equipment in the C-Class: two adaptive airbags for driver and front passenger, a kneebag for the driver (in the Euro NCAP countries), two sidebags in the backrests of the front seats and two large windowbags, which extend from the A-pillar to the C-pillar in the event of a side impact.


Crash-responsive NECK-PRO head restraints are part of the standard specification for the new C-Class. Once the sensors have determined that a rear-end collision has occurred and that the impact has exceeded a defined level, the pre-stressed springs inside the head restraints are released. As a result, the padded surface of the head restraint is shifted some 40 millimetres forward and 30 millimetres upward within a split second, providing the heads of the front-seat passengers with support at an early stage.


Crash-responsive NECK-PRO head restraints are part of the standard specification for the new C-Class. Once the sensors have determined that a rear-end collision has occurred and that the impact has exceeded a defined level, the pre-stressed springs inside the head restraints are released. As a result, the padded surface of the head restraint is shifted some 40 millimetres forward and 30 millimetres upward within a split second, providing the heads of the front-seat passengers with support at an early stage.


The adaptive brake light developed by Mercedes-Benz is an important contribution to improved road safety. During emergency braking, the C-Class warns drivers behind by flashing the brake lights rapidly so they can react faster and avoid a rear-end collision.


PRE-SAFE is networked with state-of-the-art safety systems such as ESP and Brake Assist and, thanks to its sensors, can recognise a potentially dangerous driving manoeuvre in its early stages. If the vehicle is likely to be involved in an accident as a result of heavy understeer or oversteer or the driver has to brake hard in an emergency, PRE-SAFE activates a series of preventive measures to prepare both the occupants and the vehicle for a possible collision.


PRE-SAFE is networked with state-of-the-art safety systems such as ESP and Brake Assist and, thanks to its sensors, can recognise a potentially dangerous driving manoeuvre in its early stages. If the vehicle is likely to be involved in an accident as a result of heavy understeer or oversteer or the driver has to brake hard in an emergency, PRE-SAFE activates a series of preventive measures to prepare both the occupants and the vehicle for a possible collision.


The anticipatory protection system PRE-SAFE is available as an option for the C-Class. As such, the new Mercedes Saloon is the only car in the world in its class with this leading-edge safety technology.


The new C-Class has four independent impact levels - impact forces can therefore be distributed over a large area and away from the passenger cell.



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