Watch the video below and see how the new all-wheel drive system for the compact Mercedes-Benz models functions. And for a look at one of Mercedes’ latest compact models, check out the all-new Mercedes-Benz C-Class here.
To truly appreciate the enhanced traction and stability of advanced 4MATIC all-wheel drive, you really have to see it in action. And that’s exactly what you’ll see in the two videos below as a Mercedes-Benz C350 4MATIC Coupe takes professional snowboarder and AVALON7 founder, Rob Kingwill, for a ride through what was once a mere road, but thanks to a fresh coating of powder, is now what may be the world’s longest halfpipe.
Shortened Version
In the mid-1980s, the time was right to introduce four-wheel drive in other Mercedes-Benz passenger cars; to meet the requirements for saloon cars, however, it would be necessary to redesign the system. At the 1985 International Motor Show (IAA) in Frankfurt am Main, the engineers presented their new four-wheel-drive concept to the general public under the name 4MATIC. This used the latest technology, including electronics, to provide constant traction in any driving situation.
It was the anti-lock braking system (ABS) that had laid the foundations for this technology in 1978. It formed the basis for acceleration skid control (ASR), which not only controlled the linear forces acting between the tyres and the road surface during braking, but also during acceleration, and therefore acted on both the brakes and the engine torque. It was followed by the automatic differential lock (ASD, 1985) and – in the same year – the innovative 4MATIC four-wheel-drive system.
The common feature of these systems was that they registered and limited wheel slip with the help of the latest microelectronics and hydraulics, in order to improve the linear dynamics of an automobile. Other systems that made use of the ABS signals were Brake Assist (BAS, 1996), the revolutionary Electronic Stability Program (ESP, 1995) and the electro-hydraulic braking system Sensotronic Brake Control (SBC, 2001).
4MATIC was permanently active and distributed the drive torque between the front and rear axles during normal driving on a high-grip surface. The ratio could be set according to the vehicle configuration, e.g. to 40:60 or 48:52 per cent (front to rear axle). This maintained the dynamic advantages of rear-wheel-drive while giving the driver additional safety reserves.
4MATIC was premiered in the 124 series in 1987. The Electronic Traction System 4ETS, which performed the function of differential locks and ensured even better progress on poor road surfaces, was added from the 210-series E-Class onward, starting in 1999. 4ETS was integrated into the Electronic Stability Program ESP, whose control functions were specifically adapted for four-wheel drive. If one or more wheels lost traction on a slippery surface, 4ETS individually and automatically applied brief braking impulses to the spinning wheels while increasing torque to the wheels with good traction. This automatic braking intervention was able to simulate the effect of up to three differential locks.
4MATIC showed its strengths particularly in unfavourable weather conditions such as wet roads, ice or snow, by ensuring exemplary handling stability and perfect traction. When moving off, accelerating, cornering at speed or driving on difficult surfaces, the system provided additional reserves of traction. In this way the permanent four-wheel-drive system supported the already outstanding handling characteristics of Mercedes-Benz passenger cars, also ensuring typical Mercedes safety and surefootedness when confronted with unusual dynamic requirements. Although the additional technology carried a small weight penalty and led to slightly higher fuel consumption, it proved extremely popular – especially in the mountainous regions of Europe and particularly North America.
4MATIC: debut in the 124 series
The new system was first introduced in 1987, initially in the six-cylinder petrol and diesel models of the 124 series. These were transition years, when petrol-engined cars were gradually being optionally equipped with catalytic converters. The following were the first models to feature 4MATIC:
This range remained unchanged during the model upgrade of 1989, though engine outputs were slightly increased – and all models with a petrol engine were now only available with a catalytic converter. In 1992, the smaller 4MATIC models were discontinued, leaving saloon and estate variants of the three-litre petrol and diesel models in the range. From the outset 4MATIC was available only in conjunction with automatic transmission and from 1989 also only with two-valve petrol engines.
The optional inclusion of 4MATIC was already taken into account in the basic design of the new 210-series E-Class, which was launched in 1995, but while the name of the system remained unchanged, the technology had changed considerably. The new 4MATIC consisted of a permanent four-wheel-drive system with a single-stage transfer case providing a torque distribution of 40:60 (front: rear). It was supported by the Electronic Traction System 4ETS, which could be deactivated for instance to allow more wheel slip on snow, especially with snow chains. These E-Class models were produced by the plant in Graz. The new 4MATIC system was first introduced in February 1997, in the E 280 (150 kW/204 hp), followed by the E 320 (165 kW/224 hp) in June, with an estate model also available in both cases.
In June 1999, Mercedes-Benz presented the extensively revised 210 series, which introduced the E 430 4MATIC (205 kW/270 hp) and – a little later in November 1999 – the more powerful E 55 AMG 4MATIC (260 kW/354 hp), both of which were available as saloon and estate models. The performance of the AMG-Mercedes was equal to that of a sports car: the saloon accelerated from zero to 100 km/h in just 5.8 seconds, for example, and was therefore only slightly slower than the rear-wheel-drive model. Both V8 models with 4MATIC had shorter gear ratios than the models with rear-wheel drive.
The USA was the largest market for all-wheel-drive cars. In the high-volume year 2000 Mercedes-Benz delivered around 66 per cent of its four-wheel-drive E-Class saloons and estates (210 series) to the USA. The second-largest market is Germany, accounting for eleven per cent of E-Class 4MATIC production. With six and seven per cent respectively, Switzerland and Canada were other important markets.
In January 2003, Mercedes-Benz presented the new 211-series
E-Class at the North American International Auto Show in Detroit. From the autumn of 2003, the series also became available with 4MATIC four-wheel-drive system in the models E 240 (130 kW/177 hp), E 320 (165 kW/224 hp), and E 500 (225 kW/306 hp), both as saloon and estate variants. To achieve better ground clearance, the body of the 4MATIC variants in the new E-Class was raised by ten millimetres. A further distinguishing feature compared with the rear-wheel-drive versions was the exclusive availability of the five-speed automatic transmission. From the E 320 upwards, the axle ratios were also shorter than in the rear-wheel-drive versions.
The diesel models E 280 CDI (140 kW/190 hp) and E 320 CDI (165 kW/224 hp) with 4MATIC followed in July 2005. The high-torque 4MATIC diesel engines were also available with five-speed automatic transmission and longer gear ratios than the two-wheel-drive vehicles. Combining 4MATIC permanent four-wheel drive with the up-to-date CDI V6 engines enabled new standards to be achieved in terms of safety, traction, torque, and fuel economy.
The major facelift in 2006 made all the six-cylinder models in the 211 series optionally available with 4MATIC, i.e. the E 280 (170 kW/231 hp) and E 350 (200 kW/272 hp), as well as the diesel models E 280 CDI (140 kW/190 hp) and E 320 CDI (165 kW/224 hp). There was also the eight-cylinder model E 500 4MATIC (285 kW/388 hp). All of these were equipped with a five-speed automatic transmission as standard.
Traction in the luxury segment: the S-Class 4MATIC
For model year 2003 Mercedes-Benz embarked on a four-wheel-drive initiative for its passenger cars, making a total of 32 models available with 4MATIC in five model series. This was in response to market demand, for especially in the luxury segment, 10 per cent of new vehicle buyers worldwide opted for a saloon with four-wheel-drive technology in 2002; in 1999 the proportion of such vehicles in this market segment had been 7 per cent.
As part of this four-wheel-drive initiative, the S-Class (W 220 series) became available with 4MATIC for the following models during the second half of its production cycle: S 350 (180 kW/245 hp), S 430 (205 kW/279 hp), and S 500 (225 kW/306 hp). This also applied to the long-wheelbase variants.
The last W 220-series S-Class to leave the production line in Sindelfingen in July 2005 was also equipped with 4MATIC. This cubanite silver S 430 4MATIC was destined for a customer in North America.
The successor model, the S-Class of the W 221 series, celebrated its debut in September 2005. One year later it became available with four-wheel drive, the venue for the premiere being the Paris Motor Show in September 2006. How times change: one of the cars on display was the S 320 CDI 4MATIC (173 kW/235 hp), the first diesel S-Class with four-wheel drive. 4MATIC versions of the S 350 (200 kW/272 hp), S 450 (250 kW/340 hp), and S 500 (285 kW/388 hp) were also available, both with a short or long wheelbase.
From March 2008, Mercedes-Benz then also offered the CL-Class (C 216) luxury coupé with all-wheel drive in the CL 500 4MATIC model. At its heart was the 7G-TRONIC 7-speed automatic transmission, which the engineers had developed specially for all-wheel-drive models and which incorporated a transfer case with central differential lock. From here, the drive torque is split between the front and rear axle at a ratio of 45:55. Another new feature was the twin-plate clutch at the central differential. This produced a basic locking effect of around 50 newton metres between the front and rear axle, which permitted even better traction and handling stability on slippery surfaces. At the same time, the all-wheel-drive system was exceptionally efficient: the CL 500 4MATIC consumed no more fuel than the corresponding rear-wheel-drive model.
Eye to eye with the other saloons: the C-Class with 4MATIC
The 203-series C-Class also became available with 4MATIC as part of the four-wheel-drive initiative in 2003. The 4MATIC range now included the six-cylinder models C 240 (125 kW/170 hp) and C 320 (160 kW/218 hp), in both saloon and estate form. These were equipped with a newly designed front suspension with McPherson struts instead of the three-link system, and the steering gear was moved further back. Both models featured a five-speed automatic transmission as standard.
These two models were produced at the plant in Bremen, where the four-wheel-drive variants already went their own way at the body shell stage, as the drive system required a modified body structure, which for example affected the front side members and the integral supports for the engine, transmission, and front axle.
Shortly after the market launch of the C-Class from the 204 series in spring 2007, all-wheel drive was available from that summer in the six-cylinder C 280, C 350, and C 320 CDI models, and from the autumn in the C 320 CDI 4MATIC estate. The 4MATIC system had been thoroughly revised: now the latest-generation all-wheel-drive technology was not only more efficient, it also weighed less and was more compact than the previous 4MATIC. These benefits paid dividends in terms of improved fuel consumption and even better traction. The all-wheel-drive C-Class models were also equipped with the modified 7G-TRONIC 7-speed automatic transmission as standard.
Sport Utility Vehicle from Mercedes-Benz: the M-Class
In 1997, Mercedes-Benz entered a young market with the launch of the M-Class (W 163 series). This Sport Utility Vehicle (SUV) was just as suitable for business trips as for recreational activities of all kinds, in short the whole gamut of mobility needs for active people. Accordingly the M-Class was equipped with 4MATIC four-wheel drive from the start. As another first it was built completely in the USA, with appropriate backup from the specialist departments in Germany. The company built a dedicated plant in Tuscaloosa, Alabama, and development, planning and production came under the aegis of the newly-formed Mercedes-Benz U. S. International (MBUSI).
The project development manager Gerhard Fritz and his team had the rare opportunity to create a completely new car straight from the drawing board, and in 1997 the technical details of the M-Class were first made known to the public. The chassis was a frame composed of closed box-sections on which the body was mounted. The side members were offset and welded to three cross-members, ensuring great strength and torsional rigidity. Naturally the design also incorporated the latest findings from safety research: deformation elements in the front and rear cross-members absorbed low-speed impact energy and prevented it from acting on the side members. With independent suspension all-round, this concept ensured enormous stability combined with outstanding ride comfort.
In the case of the M-Class, belonging to the category of SUVs mainly driven on good roads and seldom used on loose or difficult terrain did not mean that off-road capabilities were compromised. The drive train was designed for permanent four-wheel drive from the start. A transfer case with an integral centre differential distributed the torque to the front and rear axles on a 50:50 basis. As in the other 4MATIC models from Mercedes-Benz, differential locks were replaced by 4ETS in the M-Class. An anti-lock braking system was standard equipment; this was specially configured for off-road use and prevented the wheels from locking at speeds of 8 km/h and above, whatever the nature of the ground. Once the low-range gearbox was activated (reduction by 2.64), a special programme for speeds up to 30 km/h shortened braking distances on loose surfaces.
The M-Class was officially launched in May 1997 – in Tuscaloosa of course. It received an enthusiastic welcome, and at first the plant was hardly able to keep up with demand. This was no doubt due to the intelligent concept, an appealing design and the high level of safety for which the company was known. The M-Class combined the comfort and handling safety of a passenger car with the robustness and all-terrain capabilities of an off-roader.
The USA and Canada were the first markets to benefit from the
M-Class, in the form of the ML 320 (160 kW/218 hp). In March 1998, the first units were delivered to Europe, where the ML 230 (110 kW/150 hp) was also introduced. In 1998, these were followed by the ML 430 with an eight-cylinder petrol engine (199 kW/270 hp), once again initially for North America. In October 1998, the torque distribution to the front and rear axles was changed to 48:52 to improve cornering agility on asphalt roads.
The 100,000th M-Class left the production line in February 1999. In May, the plant in Graz was taken into commission as the second production location – particularly for the ML 270 CDI, which was extremely important for the European market – joining the G-Class and the E-Class 4MATIC, which were also produced there. Other European variants of the M-Class were also produced, however. To quote Jürgen Hubbert, the member of the DaimlerChrysler Board of Management responsible for the Mercedes-Benz Passenger Car Division at the time: ‘Having already increased our production capacity of our American plant in Tuscaloosa by 30 per cent, we are now starting to produce the M-Class in Graz to meet the extraordinary demand for this successful model in Europe, and to reduce waiting times.’
The production figures confirmed the success of the M-Class: around 140,000 units had been produced by August 1999. For model year 2000 the interior was significantly upgraded, as the company had come in for sometimes harsh criticism concerning the overall impression of quality, and the safety features were improved even further.
Two new models were added to the range, plugging a gap in the European line-up with the ML 270 CDI (129 kW/163 hp). This model was equipped with a state-of-the-art CDI diesel engine, and excelled in its class with outstanding fuel economy. It quickly became a great success in the ‘Old World’.
The ML 55 AMG (255 kW/347 hp), on the other hand, was entirely to the taste of North American customers, with plenty of power, refined handling, and an extensive range of standard appointments. In addition to AMG body styling, the distinguishing features of this flagship model included two ‘power domes’ familiar from the Mercedes-Benz SLK on the bonnet, and two chrome exhaust tailpipes to mark its special status at the rear. An auxiliary tank increased the fuel capacity by 25 litres. At first the ML 55 AMG was only produced with left-hand drive, right-hand drive versions only becoming available from model year 2002. Owing to a modified suspension setup, the ground clearance was smaller than in other M-Class models, and the angle of approach was also reduced – but this was of secondary importance in a vehicle primarily designed for superior ride comfort on asphalt roads. And many a customer already had a G-Class in the garage for more demanding excursions anyway.
From autumn 2000 the range of exclusive designo interior features also became available for the M-Class. This enabled customers to specify a highly individualized interior with striking colour combinations for their off-roader.
At the same time the vehicle was equipped with a further development of the four-wheel-drive system for even better off-road capabilities. 4ETS was enhanced with new functions that offered particular advantages on steep uphill and downhill gradients, and an actively controlled brake servo unit was introduced, which built up pressure extremely rapidly. This enabled the system to brake spinning wheels at an even earlier stage than before. 4ETS metered these braking impulses according to the vehicle speed, wheel acceleration, and accelerator position.
When the low-range ratio was activated by pressing the Low Range key in the M-Class, any necessary 4ETS braking intervention now also remained constant at speeds below 20 km/h to provide even better traction than before. The modified 4ETS also offered another benefit when moving off on steep gradients: in low-range mode the system continued to operate when the driver depressed both the brake and accelerator pedals, preventing the M-Class from rolling backwards when moving off slowly. Previously 4ETS had not been active in these situations.
The modified traction system also improved handling safety on slippery downhill gradients and steep off-road stretches. The onboard electronics automatically detected these situations and intervened if a wheel lost ground contact, which meant that the engine torque could not be put to full use. In this case, 4ETS braked the wheels with good ground contact, thereby carrying out the function of an engine brake. The brake force exerted by the traction system precisely corresponded to the braking torque normally provided by the engine on the overrun. This metered brake pressure ensures that the M-Class travels downhill at a constant speed – without any additional driver intervention.
In April 2002, the 400,000th M-Class left the production line in Tuscaloosa – a remarkable figure considering the production period of just five years. A sophisticated package of model face-lifting measures was introduced for model year 2002, providing even more safety (e.g window airbags), dynamism and driving pleasure. The appearance, interior, technology and standard equipment of the off-roader were all significantly upgraded. The bumpers were redesigned, the headlamps were given clear lenses, and indicators now appeared in the exterior mirrors. The redesigned centre console in the interior featured exotic wood trim as standard in all model variants, and the air conditioning system was thoroughly revised.
Two more engine variants were also added. The 184 kW (250 hp) diesel engine of the ML 400 CDI was among the world’s most powerful diesel power units. It accelerated the off-roader from zero to 100 km/h in just 8.1 seconds, allowed a maximum speed of 213 km/h and was happy with only 10.9 litres of fuel per 100 kilometres (NEDC). Even more performance was offered by the new ML 500 (215 kW/292 hp), which replaced the ML 430. Its V8-engine generated a torque of 440 newton metres from 2,700 rpm, and accelerated the M-Class from zero to 100 km/h in just 7.7 seconds. The top speed of the ML 500 was 221 km/h.
Following an established tradition, in 2002 the Vatican took delivery of a ‘Popemobile’ from Mercedes-Benz with its glass ‘bubble’, this time a modified ML 430. Like its G-Class predecessors the papal M-Class featured mother-of-pearl paintwork and a white interior.
In August 2002, the ML 320 was succeeded by the ML 350, whose engine was the enlarged 3.2-litre unit now generating 173 kW (235 hp). Production of the W 163 series was discontinued in December 2004, after total sales of around 650,000 units.
In 2005, the success carved out by the 163-series M-Class was continued by the succeeding 164 series, which was first presented at the North American International Auto Show in Detroit in January. Since 2001 DaimlerChrysler had already invested a total of 600 million US Dollars in expanding the Tuscaloosa plant, doubling its production capacity from 80,000 to 160,000 units per year. This capacity increase not only benefited the M-Class, but also the R-Class launched in the same year.
With this completely new premium off-roader development, a new chapter was being written in the success story of this model series, which was of particular importance for the US market. The new M-Class was launched with the very latest technology, for example three powerful new engines, the 7G-TRONIC seven-speed automatic transmission as standard, the further improved 4MATIC four-wheel-drive system, AIRMATIC air suspension, and (optionally) the anticipatory occupant protection system PRE-SAFE®. Its design was decidedly sporty, with an angled windscreen, prominent wings and shoulder-lines rising towards the rear. All this was reinforced by the proportions of the body: compared to the preceding model, the new M-Class was 150 millimetres longer (now 4780), 71 millimetres wider (now 1911) and five millimetres lower (now 1815 mm with roof rails). The wheelbase was increased by 95 millimetres to 2915 millimetres.
The V6 diesel engine OM 642 with two output ratings celebrated its debut in this vehicle class. It featured third-generation common-rail direct injection and the latest piezo-injection. The ML 320 CDI generated 165 kW (224 hp). Six-cylinder smoothness and dynamism were also offered by the ML 280 CDI with 140 kW (190 hp). The fuel consumption of the diesel models was 9.4-9.6 litres per 100 kilometres (NEDC combined consumption), which made the new M-Class one of the most economical off-roaders in its class. Another new unit in the M-Class was the M 272-series V6 petrol engine of the ML 350 with 200 kW (272 hp). The engine line-up was headed by the M 113-series eight-cylinder engine in the ML 500, which now had an output of 225 kW (306 hp).
Mercedes-Benz also improved the permanent four-wheel-drive and 4ETS traction systems, adding additional functions such as Downhill Speed Regulation, start-off assist and off-road ABS. There was now a choice of two four-wheel-drive variants with which off-road drivers could meet their different requirements: in addition to the basic version, a new Off-Road Pro engineering package became available, which enabled the M-Class to master even the most difficult terrain. This included a two-stage transfer case with low-range ratios, manually or automatically selectable differential locks (100 per cent) between the front and rear axles, as well as at the rear axle, and AIRMATIC air suspension modified for off-road driving, which increased ground clearance by 110 to 291 millimetres and fording depth up to 600 millimetres.
The latest support systems from the Mercedes-Benz luxury class assisted the driver, increasing comfort and safety. On request the M-Class could be equipped with the newly developed multi-zone THERMOTRONIC automatic climate control system, the parking aid PARKTRONIC, and the control and display system COMAND APS with Europe-wide DVD navigation. Bi-xenon headlamps with the active light and cornering light functions (optional) improved driving safety in the dark.
The M-Class came with ESP® trailer stabilization to eliminate dangerous oscillations when towing a trailer – movements around the vehicle’s vertical axis. Depending on driving conditions, these could increase to a critical level above which it was impossible to stabilize the combination, making a skid and the potential for a serious accident inevitable. ESP® trailer stabilization detected these oscillations early on, and cancelled them out in two stages: in many cases they could be prevented altogether with gentle intervention at the front axle if detected early enough. The system only adjusted the driving speed if additional braking to stabilize the combination was unavoidable – increasing comfort for the driver and passengers. The fundamental control characteristics of ESP® continued to have absolute priority, and its braking intervention was always able to override that of the trailer stabilization system.
In August 2005, the new ML 63 AMG flagship model celebrated its debut. It was powered by the 6.3-litre AMG V8 engine (M 156 series) developing 375 kW (510 hp). This off-roader likewise excelled with performance figures on a par with many sports cars: only 5.0 seconds were needed for the sprint from zero to 100 km/h, while the maximum speed was electronically limited to 250 km/h.
A minor anniversary was celebrated in July 2007: ten years of the Mercedes-Benz M-Class. To mark the occasion, the brand brought out the ‘Edition 10” special model, specifications for which included 20-inch wheels, bi-xenon headlamps, darkened headlamp housings, special bodywork highlights in titanium-look as well as dark-tinted tail lights. Interior features included, for example, two-tone all-leather appointments, sports instruments, and stainless steel sports pedals. The second-generation M-Class proved to be highly successful: from its market launch in April 2005 until October 2007 around 250,000 vehicles were supplied to customers all over the world.
One new product from Mercedes-Benz at the IAA Frankfurt International Motor Show in 2007 was the ML 450 Hybrid. With market launch scheduled for 2009, this vehicle was hailed as the most economical petrol hybrid in the SUV class worldwide. Its two-mode hybrid system allowed for purely electric driving, but when required it could also support the internal combustion engine (205 kW/279 hp) – giving a combined system output of 250 kW (340 hp), with fuel consumption of just 7.7 litres per 100 kilometres. Carbon dioxide emissions were an exemplary 185 grams per kilometre.
A comprehensive model refinement package in March 2008 brought the M-Class several new features. In optical terms, for example, the off-roaders face was now defined by a restyled bumper, recontoured headlamps, and a larger, even more dominant radiator grille. The rear view also revealed a redesigned bumper with integrated reflector strips and tail lights with a smoked-glass look. The ML 63 AMG was also given new front and rear aprons. Standard equipment was also substantially upgraded. This now included the PRE-SAFE® accident anticipatory occupant protection system and NECK-PRO active head restraints, as well as a new telematics systems developed by Mercedes-Benz with further optimized user-friendliness, high computing speed and many new functions, including a Bluetooth hands-free system and aux-in connection for linking up external music devices.
The new generation M-Class features a range of five drive units with an output ranging from 140 kW to 285 kW (190 hp to 388 hp). Careful detail work has made it possible to reduce its consumption by up to 0.4 litres per 100 km. Since 2009, the M-Class has also been available with the BlueTEC system. Model ML 350 BlueTEC 4MATIC which – in Europe – it was possible to order from May 2009 and available since autumn 2009 belongs to the cleanest premium-class SUVs in the world.
In 2009, the M-Class also celebrated a production jubilee, as the millionth M-class rolled off the assembly line at the Tuscaloosa plant. The ML 350 BlueTEC Diesel was delivered to a West Coast distributor.
In 2010, Mercedes-Benz presented its top model of the M-Class, which had been gone over thoroughly, the ML 63 AMG. The front view reveals a new bonnet with powerdomes and darkened bi-xenon headlamps. At the rear the ML 63 AMG features darkened lamps in clear glass with LED technology.
The era of model series 164 ends in summer 2011 with the presentation of the entirely redeveloped series 166 M-Class
A new space concept on wheels: the Mercedes-Benz R-Class
New York in March 2005, where Mercedes-Benz staged the world debut of the R-Class at the International Auto Show. With its vehicle concept, this combined the advantages of familiar vehicle categories such as a sporty saloon, estate, van, and Sport Utility Vehicle (SUV) into a new, distinctive character. Dimensions, design and dynamism were its outstanding attributes. The R-Class was first launched in the USA, in autumn 2005, and became available in Europe as of 2006.
The R-Class was available in two versions, with external lengths of 4922 and 5127 millimetres. This gave the new Mercedes-Benz model the dimensions of a luxury class saloon, but with a considerably more spacious interior.
Standard equipment included the 4MATIC four-wheel drive developed by Mercedes, and the range of models in this high-traction series was correspondingly wide. It comprised the R 280 CDI (140 kW/190 hp, only with short wheelbase), the R 320 CDI (165 kW/224 hp), the R 350 (200 kW/272 hp), the R 500 (225 kW/306 hp), and the flagship R 63 AMG (375 kW/510 hp).
The concept of the 4+2 seater met the needs of modern drivers for a versatile automobile that suited a family and meets business, pleasure, and travel requirements equally well. The new R-Class not only offered generous spaciousness, exemplary safety, and first-class comfort for up to six occupants, but also shone by virtue of its visual design, prestigious presence, and dynamic driving pleasure.
The R-Class was upgraded in summer 2007. Along with the familiar configuration of up to six individual seats, the range was complemented by a five-seater and a seven-seater version. From the outside, the R-Class for the new model year was identified by a restyled front and rear, circular fog lamps, and 18-inch light-alloy rims for all V6 versions. The top-of-the-range R 500 4MATIC sported 19-inch wheels. There were also new entry-level models – the R 280 CDI, R 280, and R 350 with rear-wheel drive. New features could also be found in the interior, including for example an aux-in connection for linking up external music devices.
Spacious automobile with traction and safety reserves: the Viano
Reaching one’s destination safely and confidently even under adverse conditions was made possible by the Viano 4MATIC with four-wheel drive, which celebrated its world debut at the International Motor Show (IAA) in Frankfurt am Main in September 2005. Whether for day-to-day journeys or recreation, the Viano 4MATIC could carry up to eight people in safety under difficult road and weather conditions.
Under normal driving conditions on a good road surface, the 4MATIC system of the Viano distributed the torque to the front and rear axles with a 35:65 per cent ratio. This meant that the dynamic advantages of rear-wheel drive are not only retained in the Viano 4MATIC, but even enhanced. The transfer case was directly flanged to the main transmission. The developers made the drive system to the front axle very compact and gave it a lifetime oil filling. The axle drive and additional front axle drive shafts were maintenance-free.
Instead of differential locks the Viano 4MATIC was equipped with the Electronic Traction System 4ETS, which had already proved highly successful in other 4MATIC models. 4ETS was integrated into the Electronic Stability Program ESP®, which was standard for all Viano models, and whose control functions had been specially adapted to the four-wheel-drive system.
The Viano 4MATIC was available in two engine variants, a CDI 2.0 (80 kW/109 hp) and a CDI 2.2 (110 kW/150 hp) with five-speed automatic transmission, whose powerful torque and corresponding performance ensured good progress even on difficult surfaces. The Viano 4MATIC was equipped with a diesel particulate filter and complied with the Euro 4/III exhaust emission standard.
The performance and fuel consumption of the Viano 4MATIC differed only slightly from those of the Viano with rear-wheel drive. The Viano 2.2 CDI accelerated to 100 km/h in 14.7 seconds and reached a top speed of 177 km/h, for example. Considering this performance, traction, and vehicle size, fuel consumption of just 9.6 litres per 100 kilometres (NEDC) was extremely low.
While the Viano 4MATIC did not claim to be a fully-fledged off-road vehicle, it was by no means afraid to tackle moderate off-road stretches. In the variant with a short wheelbase and a short overhang, the ramp angle was 19 degrees, the angle of approach 20 degrees, and the angle of departure 28 degrees, while ground clearance was around 150 millimetres at the front and 210 millimetres at the rear. The Viano 4MATIC was also a surprisingly good climber: depending on the engine and variant, its climbing ability was improved by up to 20 per cent. As the weight penalty of the four-wheel-drive system was only 80 kilograms, the Viano 4MATIC still retained its gross vehicle weights of 2.77 and 2.94 tonnes. It was available in two wheelbases and three lengths, and also as the Viano MARCO POLO camper van.
A powerful off-roader: the GL-Class
The GL-Class celebrated its world debut at the North American International Auto Show in Detroit in January 2006, and its European debut at the Geneva Motor Show in February. As the first full-size SUV (Sport Utility Vehicle) from Mercedes-Benz, it was the highlight of the show. As a unique feature in the GL segment, this powerful and comfortable seven-seater had a self-supporting body, an extremely robust and spacious yet lightweight construction which gave the GL-Class competitive advantages in terms of ride comfort, dynamism, and safety.
Standard specification included 4MATIC permanent four-wheel drive. Together with the standard AIRMATIC air suspension, precise speed-dependent steering, and likewise standard Adaptive Damping System ADS, this meant that the majestic GL exhibited impressive handling.
A range of state-of-the-art engines ensured that all GL-Class models offered a high level of ride comfort and powerful performance, accompanied by favourable fuel consumption for this vehicle class. In addition to the 165 kW (224 hp) V6 engine (OM 642) in the GL 320 CDI, the diesel units included an improved version of the muscular V8 diesel engine (OM 629) in the GL 420 CDI, which developed an output of 225 kW (306 hp) and a maximum torque of 700 newton metres. Both diesels fell within the limits of the Euro 4 exhaust emission standard and were equipped with a maintenance-free diesel particulate filter.
The GL-Class was also available with a choice of two ultra-modern V8 petrol engines, including the 5.5-litre power unit M 273 first introduced for the new S-Class, which also developed 285 kW (388 hp) in the GL 500. The second and youngest member of this
up-to-date V8 family was premiered in the GL: like its bigger brother, the 250 kW (340 hp) 4.6-litre engine in the GL 450 met the stringent Euro 4 standard, as well as the LEV-II standard in the USA. All engine variants of the GL were equipped with the
7G-TRONIC seven-speed automatic transmission as standard. Partly by virtue of its wide spread of ratios, 7G-TRONIC combined with the lightweight construction and good aerodynamics for a vehicle of these dimensions (cd = 0.37) in contributing to a low fuel consumption.
BlueTEC and all-wheel drive
Three Mercedes-Benz vehicles achieved the distinction not only of becoming the world’s first diesel SUVs to comply with the particularly stringent American Bin 5 emission standard, but also to have the potential to meet the strict Euro 6 emission standard, thereby fulfilling all currently valid emissions legislation. These models were the R 320 BlueTEC, ML 320 BlueTEC, and GL 320 BlueTEC. They made their debut in June 2008, initially on the American market. Their BlueTEC technology, originally conceived for heavier vehicle weights, involved the injection of AdBlue®, a harmless, dilute solution of urea, into the exhaust flow. This released ammonia, which in turn reduced up to 80 per cent of the nitrous oxides into harmless nitrogen and water in the SCR catalytic converter positioned downstream.
Compact model with genuine character: the GLK-Class
The GLK-Class celebrated its world premiere at Auto China in April 2008. Boasting a body that was as practical as it was arrestingly succinct, the distinctive all-rounder was set to give the market segment of compact SUVs new direction. It also harmonised what were previously seen as entirely contradictory attributes, supreme driving dynamics, and outstanding driving safety going hand in hand with exceptional ride comfort courtesy of the AGILITY CONTROL suspension. Meanwhile the variable 4MATIC all-wheel-drive system joined forces with the latest electronic control systems to deliver consummate on-road performance and superb off-road proficiency. ‘The GLK rounds off our tremendously successful SUV family and in the process transfers such characteristic Mercedes qualities as refinement, dynamism, and safety to a compact format. This has now significantly raised the bar in this market segment,’ said Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG.
Four engine variants were available at the market launch. These were the diesel variants GLK 220 CDI BlueEFFICIENCY (125 kW/170 hp) and GLK 320 CDI (165 kW/224 hp) as well as the V6 petrol-engined versions GLK 280 (170 kW/231 hp) and GLK 350 (200 kW/272 hp). All variants were equipped as standard with 7G-TRONIC 7-speed automatic transmission.
In winter 2010, Mercedes-Benz made a publicity campaign centred on the topic of 4MATIC; this included television spots, outside publicity and advertisements in the print media. The core message of the campaign was: ‘It is cold, it is wet. It doesn’t matter. What makes winter dangerous? The way to the car.’
It is a good moment to point out the strong points of 4MATIC with self-assurance, since in the meantime Mercedes-Benz now offers ten model series with all-wheel drive: the most recent addition to the group is the CLS. The four-door coupé offers all-wheel drive in models CLS 350 CDI 4MATIC BlueEFFICIENCY and CLS 500 4MATIC BlueEFFICIENCY. The 4MATIC system with its power distribution of 45 to 55 per cent to front and rear axles, respectively and the multi-plate differential lock with a basic blocking effect of 50 Nm, offers the CLS 4MATIC optimum conditions : it enables high traction levels because more drive torque is transmitted and the multi-plate lock can also modify the proportion front axle/rear axle if road conditions make this necessary. This makes it possible to delay as long as possible the intervention of electronic control systems such as ESP, 4ETS, and ASR. A great part of the drive force is thus transferred to the vehicle movement, even on slick roads.
In winter 2010, Mercedes-Benz offered a total of 49 car models, in 10 model series. Apart from the new 4MATIC of the CLS Class, the saloon and estate versions of the E-Class, the compact GLK. Finally, the model in the engine line-up of the G-Class.
Mercedes-Benz has long been known for their Diesel engines, but in recent years Mercedes’ compression-ignition offerings in the U.S. have been pretty limited. However, with several diesel vehicles in the pipeline and several more potentially on the way, diesel’s may again make a comeback.
One vehicle that may make its way to the U.S. is a four-cylinder diesel M-Class in diesel form. In Europe and elsewhere, there will be a new base version of the M-Class: an ML250 BlueTec, powered by a 2.1-liter four-cylinder turbo-diesel engine, making 204 horsepower and 369 pound-feet of torque.
That’s the same engine that’s already been confirmed as emissions-certified and U.S. bound—as well as headed to the U.S. as soon as later this year in the smaller GLK-Class crossover, as a GLK250 BlueTec.
Bernhard Glaser, general manager for U.S. product, told MotorAuthority that the automaker hasn’t ruled out offering the four-cylinder diesel in the M-Class—they’re currently evaluating that, and it all depends on how the vehicle would perform in the North American market, and on U.S. highways. It’s likely that the model, if brought here, could achieve 30 mpg highway and significantly affect the brand’s fuel economy average.
At least one other U.S. model will be receiving the four-cylinder engine early on, Glaser confirmed. That will help defray the cost and complication of certifying an all-new engine for U.S. use (considering that diesels don’t typically make up any more than 20 percent of the product mix when Mercedes-Benz offers them). And, according to Glaser, additional models with the engine will potentially follow.
Some outlets have reported that the C-Class will be the other model to initially get the BlueTec four, but Glaser insists that this isn’t a done deal. The automaker has also shown an E250 BlueTec concept—at the 2010 New York Auto Show—also hinting that the E-Class is in contention. The C-Class is already getting a smaller gasoline engine for 2012: an all-new 1.8-liter turbocharged four-cylinder in the C250.
The automaker has already confirmed that V-8 versions of the all-new M-Class will join the lineup next year, as well as a two-wheel-drive version of the gasoline ML350.
Given pending fuel economy regulations, we can expect Mercedes to hit harder with diesels this time; a diesel version of the S-Class, called the S350 BlueTec, will arrive to dealerships this fall.
In the meantime, the 2012 Mercedes-Benz M-Class is available at launch in ML350 BlueTec form, with a strong 3.0-liter turbo-diesel V-6 making 240 horsepower and 455 pound-feet. For more details about that, and how it stacks up with the gasoline ML350, see our full first drive report on the 2012 Mercedes-Benz M-Class models.
Source: Motor Authority
The third generation of the M-Class sets new benchmarks in the SUV segment with its cutting-edge automotive technology. The new M-Class from Mercedes boasts optimum energy efficiency, leading standards of passive safety and unmatched ride comfort combined with superior driving dynamics. In addition, the SUV has a completely revamped interior design offering excellent ergonomics among its key strengths.
The low fuel consumption and exemplary emissions figures make impressive reading – on average, the entire model range burns 25 percent less fuel than the predecessor. Never before has Mercedes-Benz succeeded in cutting fuel consumption by such a huge margin with an SUV model change. An ultramodern engine line-up, a class-beating Cd value of 0.32, extensive BlueEFFICIENCY measures, as well as new development tools such as the “energy-transparent vehicle” all play their part in delivering the good energy efficiency figures. The ML 250 BlueTEC 4MATIC is particularly outstanding in this respect: it is 28 percent more economical than its predecessor, consumes just 6.0 l per 100 km on the NEDC driving cycle (158 g CO2/km) and can cover as much as 1500 kilometres on a single tank of fuel.
In line with the Mercedes-Benz brand philosophy, the new M-Class represents the embodiment of the Mercedes-Benz holistic safety concept of Real Life Safety, which is derived from what happens in a real accident situation. In combination with the front and rear deformation zones, the high-strength passenger cell of the M-Class provides a highly effective foundation for the occupant protection systems. Both active safety and driver-fitness safety in the new M-Class are further improved by assistance systems that will already be familiar, primarily from the S-Class and E-Class.
All models in the new M-Class range offer excellent comfort and dynamic handling as standard – both on the road and away from the tarmac. Besides the steel suspension with selective damping, there are also some new chassis developments and innovative dynamic handling control systems available, which are designed to make driving the new premium SUV an even more effortlessly superior experience. These include the AIRMATIC air suspension with Adaptive Damping System (ADS), the ACTIVE CURVE SYSTEM for active roll stabilisation and the ON&OFFROAD package with six driving modes. A comprehensive package of measures has also been included to ensure that the M-Class is at the forefront of its segment for acoustic and vibration comfort too.
The third generation of the highly coveted Mercedes-Benz M-Class SUV combines the best of both worlds, boasting a strong off-road heritage at the same time as making its passengers feel as if they are travelling in a luxury premium saloon. Ground aluminium or exquisite woods as well as the finely detailed switches and trim highlights blend with electrifying surfaces and powerful, harmonious lines to create a high-class interior ambience and a tremendous sense of wellbeing for both the driver and passengers.
With half the country facing a serious blizzard this week, there is no lesson more fitting than to learn a little more about our vehicle’s four-wheel-drive systems. Four-wheel-drive systems can be grouped in two categories, part-time four-wheel-drive and full-time four-wheel-drive.
Part-Time: operates in two-wheel drive unless its all-wheel-drive mode is engaged manually by a lever or button. Some part-time systems can engage four-wheel drive automatically when wheel slippage occurs in two-wheel drive.
Some part-time systems lock the front and rear wheels together so that the front wheels cannot rotate faster in turns as they should. As a result, these part-time four-wheel-drive systems should be operated only on loose surfaces such as dirt, gravel or snow.
Full-Time: operates in all-wheel drive all the time. The term “full-time” is used interchangeably with “continuous” and “permanent,” although some auto companies attach more specific meanings to these terms in an attempt to differentiate their systems.
While the term “four-wheel drive” applies toee any system powering all four wheels, the term “all-wheel drive” generally refers to passenger car 4WD systems. Most full-time, all-wheel-drive layouts (such as the Mercedes-Benz 4MATIC system) employ a center differential to allow the front wheels to rotate faster in turns, allowing the vehicle to be driven on paved roads without binding the drivetrain and forcing the wheels to slip or skip. Full-time systems provide on-road handling benefits since all four wheels are driven at the right espeed.
Mercedes-Benz 4MATIC
A number of Mercedes-Benz models are available with the 4MATIC all-wheel-drive system: 4MATIC is standard on all five families of Mercedes-Benz sport utility vehicles: the G-, GL-, GLK-, R- and M-Class (although the GLK350 and ML350 are also available with RWD), as well as the CL550 coupe, and it’s an option on certain C-, E- and S- Class sedans.
Three Differentials
The Mercedes-Benz 4MATIC system uses a mechanical center differential that distributes engine power to the front and rear wheels, while differential units at the front and rear distribute power to the left and right wheels. 4MATIC features an innovative electronic four-wheel traction control system to limit wheel spin when conditions are slippery, thus allowing power to go to the wheels with more grip.
Breakaway Clutches
Working in conjunction with four-wheel traction control, the center differential in 4MATIC passenger cars is equipped with a clutch that provides the traction benefits of a limited-slip differential while allowing the front wheels to rotate faster in turns. S-Class, E-Class and C-Class 4MATIC models now come equipped with a multi-plate “breakaway” clutch, and other models use a single-plate clutch.
Rear-Biased Torque Distribution
4MATIC passenger cars feature a planetary-type center differential that provides rear-biased power distribution – approximately 45:55 front-rear power distribution that makes for more car-like handling. The R-, M-, G- and GL-Class have 50:50 torque distribution.
Dual-Range Transfer Case
Controlled electronically by a button on the center console, a dual-range transfer case is standard on the G-Class. A “high” range of 1.00:1 is used for most conditions, while a low range of 2.16 can be engaged for better control in off-road conditions such as steep inclines and descents. Other Mercedes- Benz SUVs and passenger cars with 4MATIC have a single-range system, so there’s no button on the console.
FOUR-WHEEL TRACTION CONTROL
Differential Disadvantages For Traction
When turning any vehicle, automotive differential units (usually for the front or rear drive wheels) provide a major benefit by allowing the outside wheel to turn faster than the inside wheel. Many fourwheel- drive vehicles also use a third differential in the center of the drivetrain that allows the front wheels to rotate faster than the rear wheels in a turn. In summary, three differential units – front, center and rear – are used in many full-time 4WD vehicles since all four wheels are rotating at different speeds in a turn.
However, differentials inherently distribute more engine power to the wheel that’s going faster, which, in slippery conditions, is also the wheel with less resistance. Transferring more power to any wheel with less resistance can mean that more engine torque actually goes to a slipping wheel – not a good thing, especially for a four-wheel-drive vehicle. To compensate for this inherent behavior of differentials, many full-time four-wheel-drive systems make use of mechanical differential locks or limited-slip clutches.
Four-Wheel Traction Control – The Ideal Solution
All Mercedes-Benz vehicles with 4MATIC all-wheel drive use an innovative four-wheel electronic traction control system that, in effect, provides the traction effect of locked differentials. Whenever one wheel begins to rotate faster than the other three, the traction control system momentarily applies the brake on that one wheel. Since applying the brake increases resistance on that wheel, the differentials naturally shift more power to another wheel.
Even One Wheel Keeps It Going
As a result of this split-second interplay between the differentials and the traction-control brakingaction, Mercedes-Benz all-wheel-drive systems are among the very few that keep the vehicle going even when three wheels have lost traction! Mercedes-Benz all-wheel-drive traction control is also lightweight, mechanically simple and provides excellent handling.
The all-wheel traction control system developed by Mercedes-Benz performs so well and yet is so elegantly simple – making use of existing electronics and drivetrain technology in an innovative way – that it sets a standard for efficient, practical full-time all-wheel-drive systems.
G-Class – The Best of Both 4WD Worlds
The Mercedes-Benz G-Class comes with four-wheel electronic traction control and differential locks. The standard G-Class differential locks were originally designed to meet tough military specifications, and they’re perfect for off-road driving enthusiasts who want to explore the full extremes of off-road traction. Each of the three locks can be engaged electronically by dash-mounted rocker switches that control mechanically operated sleeves on each differential.
In short, each differential lock provides an additional margin of off-road traction. Most off-roaders engage the center diff lock first. If traction worsens or the ascent gets steeper, the rear diff lock comes next. On the G-Class, its front diff lock can also be engaged when the going gets really tough.
Mercedes-Benz Electronic Safety and Traction Systems
A number of the safety and traction systems available on Mercedes-Benz passenger vehicles are integrated electronically, making common use of sensors, notably for wheel speed:
ABS anti-lock brakes: Releases the brakes momentarily whenever wheel speed sensors indicate a locked wheel during braking. ABS does not “pump” the brakes; ABS action is actually like “pumping in reverse.” The key purpose of ABS is to preserve directional stability by allowing the driver to continue steering during emergency braking, but it does not necessarily provide shorter stopping distances. All Mercedes-Benz models come with standard ABS anti-lock brakes.
Traction control: Applies one of the brakes momentarily during acceleration whenever the wheel speed sensors indicate that a drive wheel is going faster (slipping) than the others. The system can also reduce the throttle electronically if necessary to restore traction. Traction control is standard on all models.
4MATIC all-wheel drive: 4MATIC four-wheel traction control applies the brakes to any of the four drive wheels whenever the wheel speed sensors indicate the wheel is going faster (slipping) than the others. This brake action works hand in hand with front, center and rear “open” differentials of the Mercedes-Benz all-wheel-drive systems to control torque distribution to the four wheels. As a result, Mercedes-Benz has one of the few systems that will get the vehicle going even when three wheels are slipping. 4MATIC is standard on the GLK-, GL-, G-, R- and ML-Class sport utility vehicles, as well as on the CL550 coupe. 4MATIC is an option on the C-, E- and S-Class passenger cars.
ESP (Electronic Stability Program): Applies one or more of the brakes momentarily to any wheel to correct oversteer or understeer, based on signals from several sensors, including those for steering angle, vehicle yaw and wheel speed. Designed to restore vehicle stability in the event of incipient skids, ESP works under all conditions: during acceleration, coasting or braking. Pioneered by Mercedes-Benz, ESP is standard on all of its models and has been mandated by the Federal government on all future cars.
Brake Assist: Applies full braking power automatically during emergency braking whenever the driver’s foot is on the pedal. Brake Assist uses a pedal speed sensor and a computer to determine emergency situations and operates a valve on the brake booster unit that can provide full brake boost. Although it’s a totally separate system from ABS, Brake Assist operation does rely on ABS to prevent wheel lockup. Brake Assist is standard on all Mercedes-Benz model.
After a world premiere at the New York International Auto Show in March this year and the positive feedback received there, Mercedes-Benz is convinced that it is on the right track with the new-generation R-Class. A completely redesigned front section in particular enhances the overall look of this model, with styling cues taken from Mercedes-Benz saloon and SUV models. The interior of the “twenty-ten” model year R-Class complements this fresh exterior, combining as it does the good use of space found in the latest MPV models with the comfort, high-class appeal and prestige of classic Mercedes-Benz luxury-class saloons. At the same time this latest generation retains the interior versatility of its predecessor, whilst also benefiting from the robustness and all-wheel drive capability it draws from the Mercedes-Benz SUVs.
Engine line-up: economical drive systems
In addition to the modern petrol variants adopted from the preceding model, with their customary effortless power delivery and high drive comfort, the appeal of the R-Class is now also enhanced by a range of optimised diesel engines. Dr. Thomas Weber, Member of the Daimler AG Board of Management with responsibility for Group Research and Mercedes-Benz Cars Development: “We have reworked the R-Class completely, thereby adding to its appeal and enhancing its premium qualities, but without losing any of the advantages of this unique vehicle concept. On top of this, our BlueEFFICIENCY strategy makes the R-Class the most economical and environmentally friendly MPV in the premium segment”.
Despite delivering the same output and improved performance compared with the preceding model, the new R 300 CDI BlueEFFICIENCY consumes around 7 percent less fuel, at 7.6 l per 100 km*. The new R 350 CDI 4MATIC combines the high performance of a V8 model with the low fuel consumption of an economical V6 variant. It is happy with just 8.5 litres of diesel* per one hundred kilometres, thereby undercutting its predecessor by 0.8 litres – yet is able to offer significantly enhanced performance. While previously the maximum performance topped out at 165 kW (224 hp), the V6 diesel engine now boasts 195 kW (265 hp) as well as 620 Newton metres of torque. Making its debut here in the R-Class, it is a powerful package that enables this most dynamic of all the diesel-powered R-Class models to achieve effortlessly superior levels of performance. Acceleration from 0 to 100 km/h takes 7.6 seconds, while the top speed is 235 km/h.
With the R 350 BlueTEC 4MATIC, Mercedes-Benz is offering one of the cleanest diesel models in the world. The V6 engine achieves an output of 155 kW (211 hp) and torque of 540 Newton metres. Compared with its predecessor, this model also manages to achieve reduced fuel consumption and lower emissions while providing enhanced performance. Thanks to AdBlue© exhaust after-treatment, the compression-ignition engine consumes an average of 0.3 of a litre less, at 8.4 litres of diesel* per one hundred kilometres, generating in the process the same level of emissions as a comparable petrol engine. As a result, this model currently already meets the emission values planned for 2014 according to the EU6 standard. All other petrol and diesel versions of the R-Class meet the EU5 standard.
* combined NEDC consumption
Key technical data*:
| Model | Cyl. | cc | kW/hp at rpm | Nm from rpm | 0-100 km/h (s) | Top speed (km/h) | l/100 km NEDC combined | CO2 g/km |
| R 300 CDI BE 1 | V6 | 2987 | 140/190 3800 | 440 1400 | 9.5 | 215 | 7.6 – 7.8 | 199-206 |
| R 350 CDI 4MATIC | V6 | 2987 | 195/265 3800 | 620 1600 | 7.6 (7.7)3 | 235 (235) 3 | 8.5 (8.5) 4 | 223 (223) 3 |
| R 350 BlueTEC 4MATIC 2 | V6 | 2987 | 155/211 3400 | 540 1600 | 8.9 | 220 | 8.4 – 8.5 | 222-223 |
| R 300 | V6 | 2996 | 170/231 6000 | 300 2500 | 9.6 (9.7) | 222 (222) | 11.1 – 11.3 (11.1 – 11.4) | 260-265 (260-267) |
| R 350 4MATIC | V6 | 3498 | 200/272 6000 | 350 2400 | 8.3 (8.4) | 230 (230) | 11.6 – 11.9 (11.7 – 11.9) | 271-279 (274-279) |
| R 500 4MATIC 2 | V8 | 5461 | 285/388 6000 | 530 2800 | 6.3 | 2504 | 13.2 – 13.4 | 306-311 |
* Data for the international model range, which may vary from country to country.
Geared up: 7G-TRONIC as standard in all models
All R-Class models are equipped with the latest-generation of the innovative 7G-TRONIC automatic transmission. This seven-speed transmission now has new bearings and couplings, operates with different oil pressures and uses a new, low-friction oil. These measures reduce friction and churning losses, thereby improving efficiency. The new torque converter with slip-reduced lockup clutch likewise improves efficiency and aids fuel economy. In addition, standstill decoupling lowers fuel consumption. This technical feature reduces transmission input torque in “D” when the car is at rest, for example at traffic lights. This lowers the stress on the engine, making for lower fuel consumption, better vehicle acoustics and smoother idling. The slip-controlled clutch is engaged as soon as the driver releases the operating brake, ensuring no delay when the vehicle moves off.
Simply stunning: the design of the R-Class
The latest generation of the R-Class features a new, self-assured appearance. The overall impression is determined by an integrity of design that encapsulates the unique personality of this highly versatile vehicle. The focus of the designers was the completely revised front section which, by emphasising the width and making use of a horizontally structured bonnet, affords the entire vehicle a look which is as harmonious as it is powerfully dynamic. As well as the bonnet, the vehicle’s wings, radiator grille and surround, headlamps and bumpers with chrome underguard have all been completely redesigned. As an optional extra, a chrome insert with integrated LED daytime driving lights in conjunction with bi-xenon headlamps is available to enhance the look of the R-Class even further.
The side view features coupé-like lines – a pleasant contrast to conventional MPVs – and is characterised by the modified exterior mirror housings and the wheel design. Wheels are available in 5-spoke, 5-twin spoke or 10-spoke designs, and in sizes ranging from 43.2 to 53.3 centimetres (17 to 21 inches). The design idiom of the front is continued consistently through to the rear section which, with its new bumper covering, modified tail lamps and integrated tailpipe trim, has also been given an accentuated wide look. The 2010 model year R-Class looks particularly attractive in the new “diamond white” paint finish.
Wellness program: a relaxed environment for both longer journeys and everyday use
Particularly where seating variations are concerned, the interior of the new R-Class offers a great deal of scope: in its standard version this saloon designed for relaxed, safe touring has five seats, but four, six or seven-seater configurations are also possible. The front seats are partially electrically adjustable as standard, and on request the front occupants can also enjoy actively ventilated, heated multicontour seats with fully electric adjustments and a memory function. The R-Class also reveals another benefit in the form of its large, versatile luggage compartment: in the standard-wheelbase versions the luggage compartment holds up to 1950 litres, while the long-wheelbase version boasts 2385 litres. In all five-seat variants there is a separate stowage compartment beneath the load compartment floor, while the optional EASY PACK tailgate, which can be operated remotely by means of a switch or key, also makes access to the luggage compartment easier. As such the R-Class is the most variable and spacious vehicle in the entire Mercedes-Benz passenger car product range.
The bright, classic interior – which seems even more spacious when fitted with the optional panoramic glass sunroof – makes use of new materials and colour combinations to enhance the high-class appeal and quality of this luxury tourer. At the same time they underline the sense of wellbeing inside the vehicle which is so typical of a Mercedes-Benz. Available interior appointments include the upholstery combination of “Aspen” fabric and breathable, soft-touch ARTICO man-made leather.
Two-tone interior appointments are a new addition to the range: this is where the base colour almond beige can be combined with the contrasting shade of mocha brown. Alternatively, the base colour alpaca grey combined with contrasting dark basalt grey is also available. Both colour combinations are used on the dashboard, steering wheel, centre console, seats, door linings and floor coverings. When choosing ARTICO or leather appointments at the same time, the piping is finished in a contrasting colour. The AMG Interior Sports package includes single-tone black nappa leather appointments as standard. As alternatives to the aluminium trim with a dark longitudinal grain or the chrome trim in silver shadow, it is also possible to order luxurious wood trims in high-gloss brown eucalyptus, high-gloss brown burred walnut or high-gloss anthracite poplar.
Model range: the R-Class with a personal touch
The nine basic variants already provide plenty of opportunity to select an R‑Class to suit specific individual requirements. All models boast numerous features as standard which help to make travelling both on long journeys as well as on short urban trips even safer and more relaxed. These features include the unique anticipatory occupant protection system PRE-SAFE®, a complete restraint system with eight airbags, crash-active NECK-PRO head restraints, a tyre pressure loss warning system and adaptive brake lights. Safety is also enhanced thanks to high-performance telematic systems such as the Audio 20, Audio 50 APS or COMAND APS with an extremely user-friendly interface.
The THERMATIC automatic climate control system is fitted with a combination filter to further reduce pollutants which may be contained in the outside air entering the vehicle. As an optional extra, a THERMOTRONIC system providing separate rear air conditioning is available to meet all interior air conditioning requirements. The spacious glove compartment now comes with an AUX-IN connection for external audio or entertainment devices. Connection options can also be extended further with an optional Media Interface (UCI).
To complement the extensive standard equipment, the R-Class provides a variety of assistant systems which push ride comfort and safety to the highest level and underpin the vehicle’s leading position in this market segment. These include DISTRONIC proximity control, AIRMATIC air suspension with the Adaptive Damping System (ADS), or Blind Spot Assist, which can make changing lanes significantly safer. The modern LINGUATRONIC voice control system makes using the telematics systems even easier and more convenient, while a reversing camera provides for smooth, easy parking or manoeuvring in blind spots. As soon as the driver engages “R” gear, the image from the camera is shown on the high-resolution COMAND APS display. Rear passengers, meanwhile, can enjoy their own entertainment programme thanks to the rear seat entertainment system. Seat heating can also be ordered for the second row of seats to increase comfort even further in winter.
Valuation: surveys confirm high resale expectations
Experience shows that Mercedes-Benz models are among the most stable on the market in terms of value retention, and they therefore offer a significant financial advantage. This was confirmed once again last year by a neutral third-party when the German specialist magazine “Auto Bild” selected the “2010 Value Champions” in different vehicle categories based on surveys conducted by Saarbrücken-based market research institute Bähr & Fess Forecast. The “Value Champion” among MPVs, the R 300 CDI, emerged at the head of the field in this market segment, and according to the forecasts would retain a value of 47.5 percent after four years. The R‑Class already held this leading position in an expert analysis of residual values last year.
Mercedes-Benz now equips the successful C-Class C 180 CGI BlueEFFICIENCY and C 200 CGI BlueEFFICIENCY models featuring a six-speed manual transmission with a sophisticated ECO start/stop function, which reduces the four-cylinder models’ fuel consumption and CO2 emissions by up to 10 percent, while direct petrol injection makes these models even more responsive than their outgoing counterparts. The C 220 CDI BlueEFFICIENCY will likewise feature the ECO start/stop function and a six-speed manual transmission, which means that this already exceptionally economical and ecofriendly model will consume just 4.4 litres of fuel per 100 kilometres – knocking 0.4 litres off the previous figure. CO2 emissions are therefore reduced from 127 g/km to 117 g/km. Another new addition to the line-up is the C 250 CDI 4MATIC BlueEFFICIENCY, which combines the powerful and economical four-cylinder diesel engine with four-wheel drive for the first time. Thanks to its innovative technology, the Mercedes-Benz C‑Class takes efficiency and driving pleasure to new levels.
Mercedes-Benz systematically employs direct petrol injection – a technology that allows a further reduction in fuel consumption. Previously the four-cylinder petrol engine with direct injection was only available for C-Class models equipped with an automatic transmission, but now this sophisticated powerplant can also be specified in conjunction with a six-speed manual transmission and the new ECO start/stop function.
Compared to conventional port injection, direct fuel injection allows higher compression and thus improved thermodynamic efficiency. Offering the same power output as the outgoing models, the four-cylinder engines with direct petrol injection therefore impress with their higher torque, meaning that the new Mercedes-Benz models provide even more driving pleasure yet are even more economical and ecofriendly.
The new C 200 CGI BlueEFFICIENCY model has a displacement of 1.8 litres and an output of 135 kW (184 hp) yet consumes a mere 6.8 litres of premium unleaded petrol per 100 kilometres (combined NEDC consumption) – around 0.8 litres (10 percent) less than the previous four-cylinder engine with conventional fuel injection and a supercharger. CO2 emissions from the direct-injection model with a manual transmission are 158 grams per kilometre (12 percent lower than previously). Despite the lower fuel consumption, the peak torque has been increased from 250 Nm to 270 Nm, enabling the new C 200 CGI to complete the sprint from 0 to 100 km/h in 8.2 seconds (outgoing model 8.6 seconds).
In the C 180 CGI BlueEFFICIENCY, the direct-injection petrol engine develops 115 kW (156 hp) and, thanks to its higher peak torque of 250 Nm (outgoing model 230 Nm), the version with manual transmission is half a second quicker from 0 to 100 km/h (9.0 seconds). All of which means that the driver experiences noticeably greater response and a high level of driving pleasure.
In the C 180 CGI BlueEFFICIENCY and C 200 CGI BlueEFFICIENCY models, a new ECO start/stop function in conjunction with a six-speed manual transmission complements the powerful direct-injection petrol engine and helps to reduce fuel consumption. The engine is stopped automatically when the car is coasting up to traffic lights – as soon as its speed falls below 8 km/h, and once the driver has applied the brakes and moved the gear lever to neutral. The engine starts again immediately when the driver presses the accelerator or clutch pedal. Availability of the ECO start/stop function is indicated on the instrument cluster.
C 220 CDI BlueEFFICIENCY – the most fuel-efficient C-Class of all time
This effective ECO start/stop function likewise features in the new Mercedes-Benz C 220 CDI BlueEFFICIENCY model with a six-speed manual transmission, which
has a displacement of 2143 cc, an output of 125 kW (170 hp) and a peak torque of 400 Nm, allowing the Saloon to accelerate from 0 to 100 km/h in 8.4 seconds. Yet its combined fuel consumption is just 4.4 litres per 100 kilometres – 0.4 litres lower than previously – meaning that its CO2 emissions have been reduced from 127 g/km to 117 g/km. The new C 220 CDI BlueEFFICIENCY with ECO start/stop function is therefore the most fuel-efficient C-Class of all time.
C 250 CDI 4MATIC BlueEFFICIENCY – four-cylinder model with four-wheel drive
Another new addition to the line-up is the C 250 CDI 4MATIC BlueEFFICIENCY, which for the first time combines the powerful four-cylinder diesel engine developing 150 kW (204 hp) and a peak torque of 500 Nm with the sophisticated 4MATIC four-wheel-drive system developed by Mercedes-Benz. Hallmark features of this model include high efficiency, low weight and compact design. 4MATIC is permanently active and therefore responds instantaneously, assisting the driver at all times in adverse weather conditions – in the wet, on black ice or on snow – and helping the driver to cope safely and confidently in critical situations. Furthermore, as standard, Mercedes-Benz combines the permanent all-wheel drive system with the Electronic Stability Program ESP® and the traction system 4ETS, which enables controlled braking of spinning wheels and thus increases the drive torque at the wheels offering good traction. In this respect, 4ETS has the same effect as conventional differential locks and offers noticeably better comfort than other all-wheel drive cars. The C 250 CDI 4MATIC BlueEFFICIENCY is equipped with a seven-speed automatic transmission as standard.
As well as an exciting design and hallmark Mercedes refinement, the Mercedes-Benz C-Class displays state-of-the-art technology such as the AGILITY CONTROL package with selective damper control, the Intelligent Light System with five different lighting functions and the PRE-SAFE® system with anticipatory occupant-protection measures. Furthermore, independent studies confirm that the C-Class has the highest resale value in the medium-size category, while the latest breakdown statistics compiled by the ADAC (German Automobile Association) reveal that it is the most reliable car in its class.
The new Mercedes-Benz C 180 CGI BlueEFFICIENCY (from €32,219.25) and
C 200 CGI BlueEFFICIENCY (from €34,242.25) models can now be ordered from all authorised Mercedes-Benz dealers. The C 250 CDI 4MATIC BlueEFFICIENCY model (from €43,524.25) and the C 220 CDI BlueEFFICIENCY model with ECO start/stop function (from €36,384.25) are available from autumn 2010 (German list prices incl. VAT). All new Mercedes-Benz C-Class model variants are available in either Saloon or Estate guise.
The highly appealing and emotionally charged Cabriolet is the latest addition to the successful Mercedes-Benz E-Class line-up. The open-top two-door model, which goes on sale on 11 January 2010, features a classic fabric soft top, making for a stylistically pure cabriolet feeling. Viewed from the side, the new model is an intriguing proposition – with its clear proportions and a flawless cabriolet silhouette.
In keeping with the motto “four seasons, four passengers”, all-year-round suitability was right at the top of the developers’ list of priorities. With the new E‑Class Cabriolet, the cabriolet season lasts the whole year because, while many cabriolets tend to disappear from the roads of Western Europe in the autumn, the Mercedes-Benz E-Class Cabriolet (length/breadth/height: 4698/1786/1402 mm) provides driving pleasure and comfort whether the roof is open or closed.
New features include:
The soft top can be opened and closed fully automatically within 20 seconds – even when driving at speeds of up to 40 km/h. The cabriolet roof is stowed in a special compartment behind the rear panel. A retractable cover separates the soft top compartment from the boot area; it must be closed in order to close the soft top. If the roof is to remain closed, the cover can be slid rearwards, in which case the boot capacity is increased by 90 litres to 390 litres. A through-loading feature is included as standard for the new Cabriolet, as is EASY-ENTRY – a manually operated entry and exit aid for the rear passengers.
The powerplants for the new E-Class Cabriolet are equally innovative: the new direct-injection diesel and petrol models combine efficiency with effortlessly superior power delivery. The exemplary, low fuel consumption has not only been achieved because of the new engines, but also with a number of practical measures. These include on-demand activation of the steering and fuel pumps, the use of tyres with low rolling resistance and an alternator control system which takes account of the current driving situation and the vehicle’s electrical power requirements, plus the crucial factor of outstanding aerodynamics. The Cabriolet’s cd figure of 0.28 is the best in its class, marking a continuation of the E-Class success story in the field of aerodynamics.
An overview of the engines:
In 1989, Mercedes-Benz introduced a world premiere in the shape of a draught-stop for the SL model series, followed in 2004 by the AIRSCARF® neck-level heating system to further enhance comfort in open-top models. Now comes another world-first: the AIRCAP® automatic draught-stop, which can be activated at the push of a button, greatly reduces turbulence in the interior of the new Mercedes E-Class Cabriolet, creating a sea of warm air. It is also much easier to implement and use than conventional draught-stops: there is no tricky installation, the two individual rear seats remain free and the Cabriolet’s flowing side lines remain uninterrupted. AIRCAP® is therefore a classic Mercedes innovation: functional, comfort-enhancing, elegant and safe.
AIRCAP® consists of two components: a wind deflector that can be extended by around six centimetres with a net in the windscreen frame and a draught-stop between the rear seats.
The functions of the two components:
As well as enhancing occupant comfort and wellbeing, the reduction in draught when AIRCAP® is activated (it can be activated at speeds of up to 160 km/h and remains in use right up to the car’s top speed) reduces the interior noise level – so passengers in all seats find it far easier to communicate. The Cabriolet Comfort package includes AIRCAP® with AIRSCARF®. This patented system functions like an invisible scarf, which warms the occupants’ head and neck areas. AIRSCARF® is integrated into the backrests of the front seats and provides warm air through outlets in the head restraints.
The Mercedes engineers have modified this unique innovation specifically for the E-Class Cabriolet: in this model, an adjustment wheel pivots the outlet nozzle upwards and downwards by a total of 36 degrees over and above the head restraint height adjustment, meaning that the driver and front passenger can enjoy the unique neck-level heating regardless of how short or tall they are.
Quiet, warm and windproof: acoustic soft top fitted as standard
Thanks to its acoustic soft top, fitted as standard, even the closed E-Class Cabriolet has one of the quietest interiors in the segment for four-seater premium cabriolets with a fabric roof. The soft top’s exceptionally high-quality insulation brings about a clearly noticeable reduction in the interior noise level compared to conventional fabric soft tops. Exterior noise caused by other vehicles and wind noise are therefore absorbed more effectively. On the road, the difference is audible from speeds of just 80 km/h, for example when driving through a tunnel or overtaking a convoy of trucks. At higher speeds, the benefits of the acoustic soft top are even more tangible. For instance, it is possible to have a perfectly normal phone conversation in hands-free mode even when travelling at a speed of over 200 km/h.
The soft top is of course waterproof and windproof. Plus it can be put through an automatic carwash without any hesitation. With a total thickness of 23.5 mm, the fabric soft top offers excellent thermal insulation, meaning that the E-Class Cabriolet is also ideal for use in winter.
Safety: robust structure, anticipatory protection and windowbags
The new Cabriolet offers the wealth of safety innovations one would expect from a Mercedes model. Highlights of the open-top two-door model include roll-over protection, the A-pillars reinforced by two additional tubes and the plug-in B‑pillars. This new model is also the first Mercedes cabriolet to feature headbags.
The roll-over protection consists of two robust bars, each with a diameter of 35 mm, which are housed in the rear head restraints in modules behind the rear seat backrests. A tilting cone sensor detects imminent danger to the occupants based on extreme skidding movements or acceleration caused by impact. If this sensor then sends a corresponding signal, pre-tensioned pressure springs are activated by pyrotechnic means, i.e. extremely quickly.
Consequently, both roll-over bars in the rear head restraints are extended. They reach their highest point and are locked automatically within a fraction of a second. In combination with the robust A-pillars, each of which is reinforced with two high-strength steel tubes, the steel bars provide highly effective roll-over protection.
The plug-in B-pillars are extremely robustly connected as they engage in the side skirts, thus offering highly effective protection in the event of a crash. A shoe made from ultra-high-strength steel braces the inside of the B-pillar against the rear seat crossmember.
With seven airbags fitted as standard, belt tensioners and belt force limiters for all seats, not to mention crash-responsive head restraints for the driver and front passenger, the new E-Class Cabriolet offers the most extensive safety equipment package in this vehicle category. The airbags, which can deploy in milliseconds in the event of an accident, include front airbags and sidebags for the driver and front passenger, a kneebag on the driver’s side, and headbags. The latter, which appear in a Mercedes cabriolet for the first time, are housed in the door panelling in the beltline area. Covering a wide area – around 0.7 x 0.5 metres with a volume of 17 litres when deployed – the airbags provide extremely effective protection for occupants large and small in the event of a crash. The three-part side protection system – comprising headbag and thoraxbag – optimises the level of protection afforded to individual parts of the body. Rear sidebags are available as an option.
Further exemplary safety equipment available for the E-Class Cabriolet includes ATTENTION ASSIST drowsiness detection, PRE-SAFE® anticipatory occupant protection, the sophisticated Intelligent Light System, the Active Bonnet and DISTRONIC PLUS proximity control. The E-Class range: four attractive models An innovative family at the heart of the brand Complete: the Cabriolet is the fourth model in the E-Class range Innovative: all variants are characterised by ground-breaking new products and features
Successful: the E-Class is the clear leader in its market segment
In March 2009 Mercedes-Benz embarked on the renewal of the E-Class model family – one year later, with the market launch of the Cabriolet, the portfolio will be complete. A number of technical innovations have been incorporated into the new E-Class which no other car in this class is able to offer – from drowsiness detection to automatic emergency braking when an accident is recognised as imminent, and from Adaptive Highbeam Assist to the active bonnet. The E-Class is one the safest vehicles in its segment, a fact which has also been proven by independent crash tests and the specialist press.
In addition, there is a wide selection of powerful and efficient engines which is set to be systematically extended over the coming months. Depending on model, these range from the innovative E 200 CDI BlueEFFICIENCY producing 100 kW (136 hp) up to the E 500 producing 285 kW (388 hp). There are also AMG versions producing 386 kW (525 hp) and the all-wheel drive system 4MATIC. Exemplary aerodynamics are yet another feature of the model range: with a drag coefficient (Cd) of 0.25, the saloon is the most aerodynamically efficient four-door car in the world, while the model range’s Coupé achieves the best overall figure for a series-production car with a Cd figure of just 0.24.
“The renewal of the E-Class model family at the heart of the Mercedes brand has come at precisely the right time. The success of the new E-Class shows that even in what are now economically turbulent times, Mercedes brand values such as safety and efficiency, combined with exciting design, enjoy particular significance among discerning customers”, explains Dr. Dieter Zetsche, Chairman of the Board of Daimler AG and Head of Mercedes-Benz Cars.
As such the E-Class is the clear leader in its market segment: in Germany the E‑Class Saloon enjoys a market share of around 60 percent in its respective segment, while in Western Europe (excluding Germany) its share is more than 40 percent.
The four models in the current Mercedes luxury class series:
Market launch: March 2010
Besides the innovations which all of the models of this family share, the individual variants have a number of new products and features to enhance the comfort, safety and appeal which are specific to this model. With the new AIRCAP® feature, enhanced AIRSCARF® and also the standard acoustic soft top, the new E-Class Cabriolet for example provides all-year-round comfort which is unique in the segment of open-top vehicles. “The development of AIRCAP® is an example of the perseverance and tenacity of our engineers and technicians: convinced of the customer benefit of an automatic draught-stop, our specialists have finally found the Mercedes solution, which at the press of a button helps to significantly reduce turbulence in the car’s interior for all passengers – it is easy to use and always there. In this way we are enabling our customers to enjoy comfortable, open-top driving all year round”, says Dr. Thomas Weber, Daimler Board Member for Corporate Research and Head of Development of Mercedes-Benz Cars.
For its part, in addition to air suspension with self-levelling at the rear as standard, the Estate model also provides unique new load compartment management features.
“Never before have we had such an effective presence with our E-Class model series as we have with today’s range. Saloon, Estate, Coupé and Cabriolet all share the same winning gene, yet appeal to our customers in a very individual way. This mixture has been extremely well received by our customers. With the new Cabriolet we are complementing our successful E-Class family with yet another particularly emotionally appealing model, in which our customers can continue to enjoy the Cabriolet season even longer thanks to the unique automatic draught-stop”, confirms Dr. Joachim Schmidt, Head of Sales and Marketing of Mercedes-Benz Cars.
With snow, sleet, freezing fog, black ice, temperatures hovering around zero and severe frosts, the winter months hold some unpleasant road conditions in store for drivers. Despite these impediments, however, drivers of Mercedes models equipped with the 4MATIC permanent all-wheel-drive system can set off for the daily commute to work or savour the drive to the next winter wonderland with complete peace of mind. This is because the 4MATIC drive concept boasts formidable performance on snow-covered or icy roads. The E-Class 4MATIC in particular stands out for its blend of high traction reserves, excellent directional stability, peerless safety and exceptional comfort levels. Mercedes-Benz is demonstrating the capa-bilities of the Saloon and Estate models by staging a 4MATIC Workshop in extreme winter conditions on the Timmelsjoch high alpine road in Austria.
As with the 4MATIC system’s set-up on a dry or wet road, directional stability and, therefore, active safety are paramount at all times when wintry conditions prevail, too. The mechanical principle of the 4MATIC system, featuring a 45:55 torque split between the front and rear axles and a multi-disc limited-slip centre differential with a basic locking torque of 50 Nm, offers all the right ingredients. This basic design enables high levels of traction, as the dynamic shift in axle load toward the rear axle that occurs during acceleration is harnessed to deliver more drive torque to the rear wheels. However, the multi-disc differential lock is also able to shift the drive torque between the front and rear axles, varying the split between 30:70 and 70:30 as the road conditions dictate. Consequently, intervention by the ESP®, 4ETS or ASR electronic control systems can be delayed for as long as possible and the bulk of the drive torque converted into tractive power, even on slippery roads. All control system interventions go virtually unnoticed, yet drivers still know straight away if they are driving on the limit: in such instances, a yellow warning symbol flashes in the instrument cluster as a highly visible prompt to adapt their driving style to the road conditions.
The drive mechanism’s permanently engaged design offers key advantages over other systems that first need to diagnose a lack of grip before activating the 4×4 drive. The 4MATIC on the E-Class will have already made use of this valuable time to start transmitting drive torque via the wheels to the road.
E-Class 4MATIC: stable handling on snow and ice
When pulling away in wintry conditions, the E-Class 4MATIC models are designed to develop maximum traction. To this end, certain road conditions are automatically detected and the interventions of the 4ETS electronic traction control system adjusted so as to achieve the greatest possible acceleration while minimising wheel slip, ensuring optimum directional stability in the process. This strategy also allows the vehicle to pull away under the most adverse conditions, such as when one side of the vehicle is on an icy slope (µ-split) or both wheels on the front or rear axle have limited grip (µ-jump).
On twisting roads covered with snow and ice, vehicle stability is primarily controlled by the ASR acceleration skid control system’s regulation of engine torque. The ASR control thresholds are adjusted according to the driving situation based on the vehicle’s longitudinal and lateral dynamic readings as continuously measured by the ESP sensor system. If vehicle stability is to be maintained, the longitudinal force when cornering must be controlled by means of engine torque regulation in such a way that there are sufficient reserves of lateral force at all times. In order to comply with this physical correlation, when cornering on road surfaces with a low friction coefficient the control thresholds for engine torque regulation at the wheels on the outside of the bend are reduced considerably so that the tyres can develop sufficient lateral force.
4MATIC: cutting-edge technology breaks new ground
The 4MATIC powertrain in the E-Class is one of the best-performing permanent all-wheel-drive systems on the market. The basic design concept, with the engine installed longitudinally and the integral transmission and transfer case unit, produces a compact, lightweight arrangement that minimises frictional losses, heralding a number of benefits compared to other passenger car systems with a transverse power unit and selectable 4×4. Fuel consumption, for instance, is a mere between 0.2 and 0.6 litres more per hundred kilometres than on a com-parable model with conventional drive, while vibration and acoustic comfort meet the high standards expected of the E-Class.
E-Class synonymous with supreme ride comfort in winter too
Mercedes-Benz achieves the standard of ride comfort which all versions of the E‑Class are renowned for courtesy of the highly sophisticated DIRECT CONTROL suspension with adaptive shock absorbers, an intelligent body design with excellent rigidity, plus enhanced seats which are also available with massage and climate control functions. The weight-optimised DIRECT CONTROL system, featuring a three-link front suspension and multi-link independent rear suspension, automatically adapts to the changing driving situation by varying the damping forces, resulting in a substantial improvement in ride comfort. The air suspension system – optional for all 4MATIC models and standard on the E 500 4MATIC – is combined with a continuously variable, electronically controlled damping system that processes a series of sensor signals and controls each wheel individually. So, not only do Mercedes customers experience the best in ride comfort, they reap the benefits of excellent handling safety and sporty agility too.
Carefully balanced control of the interior climate is especially important in the winter. This is why Mercedes-Benz offers THERMOTRONIC luxury automatic climate control for the E-Class. Apart from regulating the climate separately for the driver, front passenger and passengers in the rear, this system allows individual pre-settings to be programmed too. It furthermore includes a pollutant sensor which automatically switches to air recirculation mode if it detects any sudden increase in the carbon monoxide or nitrogen oxide levels in the outside air – when driving through a tunnel, for instance. Another highlight of the THERMOTRONIC system is the residual heat function: pressing the “Rest” button heats or ventilates the passenger compartment for around 30 minutes when the engine is switched off. The E-Class is equipped as standard with THERMATIC, a two-zone automatic climate control system. Here, the interior air is kept clean by a large, hermetically sealed fine-particle combination filter which is 96 to 98 percent effective. Thanks to the activated-charcoal coating, gaseous substances can also be filtered out by the fine-particle combination filter.
THERMATIC and THERMOTRONIC heat up the passenger compartment of the E‑Class extremely efficiently, even after a cold start on winter mornings. This is thanks to a heating output of eleven kilowatts, equivalent to the capacity of the central heating system in a modern family home. On the diesel models, a heat exchanger with six integral PTC heating elements (PTC = Positive Temperature Coefficient) is also activated when the outside temperature falls below a certain level in order to boost the effect of the main heat exchanger with an electrical output of around 1200 watts. The assistance from the PTC heater is necessary due to the high thermal efficiency of today’s CDI engines, which is precisely what makes them so economical and means that they dissipate considerably less heat to the coolant under partial load conditions than conventional engines.
Mercedes offers 4MATIC in 52 passenger car models
The Mercedes-Benz all-wheel-drive line-up encompasses 52 passenger car models across nine model series and offers an impressively wide choice: besides the E-Class and the C-Class, which likewise comes in both a saloon and an estate variant, the 4MATIC portfolio is enriched by models from the S-Class, CL luxury coupé and R‑Class touring SUV ranges too. There is also the compact GLK as well as the GL‑Class and M-Class off-roaders. Still going strong after 30 years in production, the G-Class truly comes into its own off the beaten track and continues to rank as one of the best cross-country vehicles in the world.
All-wheel drive development expertise since 1903
There is a reason why Mercedes engineers are so skilled in the development of groundbreaking all-wheel-drive concepts. The history of all-wheel drive at Mercedes-Benz dates all the way back to 1903. Since then, the accepted maxim has been that all-wheel drive is the best technology for making quicker and safer progress under the most adverse conditions. Over the course of the years it has been successfully employed in a variety of Mercedes-Benz models. Some models, such as the G-Class and the Unimog, have attained legendary status all over the world. But all-wheel drive has its benefits in everyday operation on asphalt roads too, as demonstrated by the 4MATIC saloons from Mercedes-Benz. The innovative drive concept received its saloon premiere in the W 124 E-Class model series back in 1987. The 4ETS system made its debut aboard the M-Class in 1997. Mercedes-Benz has therefore amassed a wealth of experience with these electronic control systems – more in fact than any other car manufacturer.
While one car boasts outstanding driving performance and high fuel efficiency, the other offers high fuel efficiency and good handling. What is the difference between the two? The sporty handling dynamics set the tone in the all-wheel drive GLK 250 CDI 4MATIC BlueEFFICIENCY: The modern, four-cylinder diesel with 150 kW (204 hp) and an impressive 500 Nm of torque guarantees top acceleration and flexibility. In fact, this model has the most powerful four-cylinder diesel engine in the SUV world. The rear-wheel drive GLK 220 CDI BlueEFFICIENCY with the familiar 125 kW (170 hp) diesel engine, on the other hand, impresses with even better fuel economy (consumption as low as 6.0 l/100 km) while at the same time delivering great performance.
The new models underscore the leading position of the distinctive yet compact GLK. Whereas the GLK 250 CDI 4MATIC featuring permanently engaged all-wheel drive, 7G-TRONIC transmission and the segment’s most powerful four-cylinder diesel engine augments the world of top-of-the-range compact SUVs, the GLK 220 CDI with rear-wheel drive and six-speed manual transmission offers maximum fuel economy. It consumes only between 6.0 and 6.4 litres of diesel fuel per 100 kilometres and combines these low consumption values with good performance. The rear-wheel drive vehicle accelerates from zero to 100 km/h in 8.5 seconds and reaches a top speed of 205 km/h. The GLK 250 CDI4MATIC completes the sprint to the 100 km/h mark in 7.9 seconds and doesn’t stop accelerating until reaching 213 km/h. This sports car-like performance does not come at the typical cost of higher consumption. The diesel consumes only 6.7 litres per 100 kilometres on average.
GLK 250 CDI 4MATIC: The fun yet frugal power SUV
The GLK 250 CDI 4MATIC BlueEFFICIENCY brings the world’s most powerful four-cylinder diesel engine for an SUV to the Mercedes-Benz range. The new 2143 cc diesel engine with direct fuel injection produces 150 kW/204 hp and 500 Nm of torque in the GLK for outstanding performance. Just as impressive as the sprint times and the top speed is the GLK’s top-gear acceleration. Thanks to its high torque, which is already present at 1600 rpm, the GLK 250 CDI 4MATIC accelerates powerfully when overtaking, requiring only 7.0 seconds for the sprint from 80 to 120 km/h. In spite of its great performance, this GLK model is very economical to drive, consuming only 6.7 litres of diesel fuel on average per 100 kilometres (combined NEDC consumption, preliminary value). This makes the GLK significantly more fuel efficient than comparable models in this performance class. The vehicle produces CO2 emissions of 176 grams per kilometre.Furthermore, it not only meets the EU5 emissions standard but also has the potential to fulfil the EU6 limits as well as the BIN 5 requirements in the USA.
Diesel engine with advanced common-rail technology
One of the hallmarks of the new diesel engine in the GLK 250 CDI 4MATIC BlueEFFICIENCY is the increased maximum rail pressure of 2000 bar. This increase in pressure potential is a prerequisite for increasing engine output and torque while at the same time significantly reducing untreated emissions. Newly developed piezo injectors take advantage of the fact that piezoceramics change their crystal structure – and therefore their thickness – in a matter of nanoseconds (one nanosecond = one billionth of a second) when electrical voltage is applied. The new injectors are equipped with a stack of thin piezoceramic layers (called the “piezo stack”) to enable them to achieve a sufficient overall stroke from the very small stroke per layer. The injector needle is actuated directly, so that the fuel injection can be adjusted even more precisely in line with the current load and engine speed situation. Another key factor behind the low emissions, low fuel consumption at full load and peak output is the ignition pressure of 200 bars, which puts the four-cylinder diesel at the head of the field when it comes to diesel engines for passenger vehicles.
A two-stage supercharging system comprising a small high-pressure (HP) turbocharger and a large low-pressure (LP) turbocharger ensures that the optimum charging pressure is always available. The two turbochargers are connected in series, and each has a turbine and a compressor driven by this turbine for the combustion air. The HP turbine is located directly at the exhaust manifold and initially allows exhaust gas to flow through it, causing it to rotate at up to 215,000 revolutions per minute. The HP turbine housing features an integral bypass duct, which can be opened or closed by means of a wastegate triggered by a vacuum unit. If the flap is closed, the entire exhaust stream flows through the HP turbine so that the exhaust gas energy is initially available to drive the HP turbine. This allows the optimal boost pressure to be developed even at low engine speeds. As the engine speed increases, the wastegate opens, distributing the exhaust gas energy to the turbines with optimum efficiency. Downstream of the HP turbine, the two exhaust gas streams reconverge, and the remaining exhaust gas energy drives the LP turbine at a maximum speed of up to 185,000 revolutions per minute. At intermediate engine speeds, the wastegate of the HP turbine is opened so wide that the HP turbine ceases to perform any appreciable work. This allows the full exhaust gas energy to be directed with low losses into the LP turbine, which then does all of the turbine work.
The two compressors are likewise connected in series and are in addition connected to a bypass duct. The combustion air from the air filter first flows through the low-pressure compressor, where it is compressed as a function of the LP turbine’s driving power. The compressed air then flows into the high-pressure compressor, which is coupled to the HP turbine, where it undergoes further compression for a genuine two-stage supercharging process.
The key benefit of this intelligent, on-demand control is the improved cylinder charging and, consequently, high torque even at low engine speeds. What’s more, fuel consumption is reduced. During normal operation, the advantages of this concept can be seen in the harmonious driving characteristics with no turbo lag, a good torque curve across the entire engine speed range, spontaneous throttle response and noticeably improved performance. As a logical supplement to the turbocharger system, Mercedes-Benz installs a larger intercooler that reduces the temperature of the compressed and heated air by as much as 140 degrees Celsius so that a larger volume of air can enter the combustion chambers.
The newly developed exhaust gas recirculation valve (EGR valve) works like a rotary disc valve and precisely controls the quantity of fresh air and recirculated exhaust air to effectively reduce emissions of nitrogen oxides.
Sacrifice without detriment: The GLK 220 CDI BlueEFFICIENCY with rear-wheel drive and six-speed manual transmission
The powerful, yet economical four-cylinder diesel engine in the GLK 220 CDI BlueEFFICIENCY is another unit from this same generation of engines. It produces 125 kw/170 hp and, depending on the equipment level, consumes only between 6.0 and 6.4 litres of diesel fuel per 100 kilometres (combined NEDC consumption, preliminary value). CO2 emissions are from 158 to 168 grams per kilometre. Not only does it meet the current EU5 emissions standard, this version also has the potential to fulfil the EU6 limits as well as the BIN 5 requirements in the USA.
In combination with a tried and tested six-speed manual transmission and rear-wheel drive, the engine of the GLK 220 CDI BlueEFFICIENCY exudes a lot of power and responds to the driver’s commands with a great deal of agility. It boasts good pulling power and, like the more powerful variant, is extremely smooth running for a four-cylinder diesel engine. In addition to good performance, the engine generates an impressive torque at low engine speeds: Peak torque of 400 Nm is available over a wide rev range from 1400 to 2800 rpm, making it possible to drive very fuel efficiently at low engine speeds in everyday driving situations. The rear-wheel drive vehicle sprints from zero to 100 km/h in 8.5 seconds and reaches a top speed of 205 km/h.
The GLK 220 CDI BlueEFFICIENCY is also available with the 7G-TRONIC seven-speed automatic transmission as an option.
BlueEFFICIENCY: Efficient measures for reducing fuel consumption
Like all BlueEFFICIENCY models from Mercedes-Benz, the two new GLK models also feature an extensive package of measures that help to reduce fuel consumption. Measures besides the diesel engine with direct injection and the low-friction powertrain include weight savings achieved through the use of high strength and ultra high strength steels in the bodyshell and weight-optimised alloy wheels. Aerodynamic side mirrors and underbody panels lower the air resistance, and newly developed 235/60 R 17 V tyres reduce rolling resistance. A regulated fuel pump and the energy-saving electric power steering system further reduce the GLK’s fuel consumption. Thanks to a fuel-consumption computer and a display showing current fuel consumption, GLK drivers can check their fuel consumption at any time and adjust their driving behaviour accordingly.
New equipment details for the new model year
New equipment options are available for the distinctive compact SUV. These include convenience features such as KEYLESS GO or – in combination with the COMAND APS multimedia system – a reversing camera with static help lines that make it easier to manoeuvre in tight quarters. Effective immediately, all COMAND infotainment systems are able to receive digital radio (DAB). Passive safety was further improved by the standard pelvisbag*, which provide additional protection to the pelvis in the event of a collision. The crash-responsive exit assistant is a new function of the Memory equipment package that makes it easier to exit the vehicle after an accident by automatically moving the power-adjustable steering wheel to its highest position. The optional Intelligent Light System (ILS) now includes LED* daytime running lights, and 19 inch winter wheels have been added to the portfolio for the coming cold season.
Customers can choose ARTICO, a particularly robust, yet breathable synthetic leather for the interior of the GLKs.Also available is the luxurious designo line of two-colour leather appointments in black/light brown and black/corteccia.
Drivers with sporting ambitions can select EXTERIEUR*, a new AMG sports package based on the existing sports package. The scope of supply includes, in addition to the standard sports package, AMG-specific front and rear aprons with optical underbody protection in chrome, body-colour side skirts, a radiator grille with two smooth chrome louvers, a chrome rub strip and 20 inch, twin-spoke AMG alloy wheels asymmetrically shod with 235/45 R20 tyres up front and 255/40 R20 tyres in the rear.
* available from December 2009
Attractive model range: A choice of six GLK models
The GLK is a powerful and distinctive compact SUV.The striking, multi-talented vehicle sets itself apart from its competitors through its functional and appealing body shape while also combining attributes that previously were completely contradictory: Thanks to its AGILITY CONTROL chassis with variable damping, the vehicle brings together impressive handling with great driving safety and outstanding ride comfort.
The ultramodern engine line-up in all GLK models provides superlative drive comfort and compelling performance coupled with superior fuel efficiency and low emissions. Besides the two new models GLK 220 CDI BlueEFFICIENCY and GLK 250 CDI 4MATIC BlueEFFICIENCY, the vehicle is also available in four other versions: The new diesel models are supplemented by the 4MATIC version of the GLK 220 CDI BlueEFFICIENCY and the tried and tested GLK 350 CDI 4MATIC V6 diesel model. The GLK model range is rounded off by the two V6 petrol models GLK 300 4MATIC and GLK 350 4MATIC. They and the three four-cylinder diesel models meet the strict EU5 emissions standard.
All GLK models with all-wheel drive come standard with the 7G-TRONIC seven-speed automatic transmission.
BlueEFFICIENCY and BlueTEC technologies, efficient engines, even more attractive appointments, all-new body elements and an upgraded interior will make the Mercedes-Benz GL even more appealing. In its new model year, the world’s top-class luxury SUV will consume up to 8 percent less fuel (preliminary value) and be even more environmentally compatible. Other outstanding features of the GL-Class will include excellent handling both on road and off road, exceptional roominess and the comfort of a luxury saloon.
Beginning in autumn 2009, Mercedes-Benz will also offer the world’s most extensive range of SUV models equipped with especially efficient SCR exhaust gas treatment technology. Besides the GL 350 BlueTEC 4MATIC, customers will also have the ML 350 BlueTEC 4MATIC and R 350 BlueTEC 4MATIC models to choose from. The fuel-efficient, environmentally friendly trio of models already created a stir during their first sales year in the USA and they are sure to also boost the appeal of this vehicle class in Europe.
The GL-Class is becoming even more appealing
The GL-Class from Mercedes-Benz continues to hold the top position in the market segment of luxurious sports utility vehicles, but that’s not all: the latest model updates have made the premium off-roader even more attractive. In addition to introducing various technical modifications and innovations that particularly boost the fuel efficiency and environmental compatibility of the GL 350 BlueTEC 4MATIC and the GL 350 CDI 4MATIC featuring the BlueEFFICIENCY technology, the designers have made the vehicle’s striking body even more appealing. The GL-Class’ expressive presence is further accentuated by modernised bumpers, redesigned chrome underbody protection at the front and the rear, a new radiator grille and fog lights/daytime driving lamps connected by a chrome bar. Other new features include light-alloy wheels measuring between 18 and 21 inches and reworked chrome tailpipes. The range of colours is supplemented by two new metallic paintjobs: “Tenorite Grey” and “Palladium Silver”. The tow bar is now hidden behind the rear apron and is swung out when needed.
The premium off-roader also offers the very best in safety. The safety features encompass a variety of assistance systems, including the innovative safety concept PRE-SAFE®, which automatically prepares the vehicle and its occupants for an impending collision by optimally activating the protective functions. The SUV’s Intelligent Light System (ILS) optimally distributes the light across the road in line with the respective driving situation and weather conditions. Standard features also include LED daytime driving lamps and taillights.
Luxurious interior with outstanding feel-good factor
The up to seven occupants of the GL-Class will enjoy an incredibly spacious interior that provides passengers with the pleasant ambience that is typical of Mercedes-Benz and comparable to that of the S-Class. The redesigned leather/ARTICO seats with contrasting trimming will be a real eye-catcher in the new model year, while the top-of-the-line GL 500 model will be available with exclusive nappa leather appointments. All vehicles will have a new range of instruments, a multifunction nappa leather steering wheel and crash-responsive NECK PRO comfort headrests for the driver and the front-seat passenger. The interior’s attractiveness is further enhanced by optional equipment such as two-tone leather appointments in black/cashmere beige or black/alpaca grey and the indirect ambient lighting employed in the S-Class. The range of interior trim options is augmented by the variant “anthracite-coloured poplar”.
GL 350 CDI 4MATIC with BlueEFFICIENCY technology provides lots of driving pleasure while reducing fuel consumption
In addition to the GL 350 BlueTEC 4MATIC featuring SCR technology, the GL‑Class is now available with BlueEFFICIENCY technology in the GL 350 CDI 4MATIC. This model consumes around 5 percent less fuel than its predecessor without any change in performance. The vehicle’s V6 engine continues to generate 165 kW/224 hp and already provides its maximum torque of 510 Nm at 1,600 rpm. On average, the diesel engine consumes only 9.3 litres of fuel per 100 kilometres.
Like all other BlueEFFICIENCY models from Mercedes-Benz, the GL also features an extensive package of measures that help reduce fuel consumption. Besides the direct-injection diesel engine, these include the efficient 7G-TRONIC automatic transmission that switches to neutral when the vehicle is waiting at a traffic light or in a traffic jam in order to reduce engine load and fuel consumption. Fuel consumption is further reduced through the use of lower rolling resistance tyres. Aerodynamics have been improved by redesigning the radiator grille and adding more spoilers to the areas surrounding the front wheels. The GL’s fuel consumption is further reduced by the energy-saving electro-hydraulic power steering system. And thanks to a fuel consumption computer and a display showing current fuel consumption, GL drivers can always regulate their fuel consumption and, if necessary, adjust their driving behaviour.
Superlative drive comfort: GL 450 4MATIC, GL 500 4MATIC and GL 450 CDI 4MATIC equipped with V8 engines
Superlative power delivery and maximum drive comfort are among the special attributes of the two V8 petrol models, which also fulfil the EU5 standard. The GL 500’s 5.5-litre V8 engine delivers 285 kW/388 hp and a torque of 530 Nm. Within 6.5 seconds the vehicle can accelerate from 0 to 100 km/h almost as quickly as a sports car, and the top speed of 240 km/h is also comparable. In the GL 450, the V8 petrol engine has a displacement of 4.6 litres, an output of 250 kW/340 hp and a maximum torque of 460 Nm. The vehicle accelerates from 0 to 100 km/h in 7.2 seconds and has a top speed of 235 km/h. The V8 diesel engine in the GL 450 CDI 4MATIC delivers 225 kW/306 hp, and its 700 Nm of torque create ideal conditions for achieving superior drive comfort.
Safe and agile both on and off the road
Besides featuring the innovative 4MATIC all-wheel drive system, the standard-fitted AIRMATIC air suspension, the high-precision direct steering system and the standard-fitted Adaptive Damping System (ADS), the imposing GL surprises customers with its impressive handling properties and ensures outstanding drive comfort and active safety. As a fully fledged off-roader, the GL performs well not only on the road but also when driving cross-country. The modified AIRMATIC system allows the vehicle to achieve a ground clearance of up to 307 millimetres. The Offroad-Pro technology package that is available as standard greatly improves manoeuvring in difficult terrain, thanks to the use of gear ratio reduction and multiple disc locks at the rear axle and the centre differential. The driver’s task is further simplified by additional electronic handling systems, such as Offroad ABS, Downhill Speed Regulation (DSR) and anti-stall assist.
BlueTEC campaign: R, ML and GL-Class now available in Europe with the world’s cleanest diesel technology
The GL 350 BlueTEC 4MATIC, ML 350 BlueTEC 4MATIC and R 350 BlueTEC 4MATIC boast impressive performance, high torque, great fuel efficiency and low emissions, which make them some of the world’s cleanest premium SUVs. The latter two models can now also be ordered in Europe , where they will become available this autumn. The vehicles’ environmental friendliness was confirmed by the readers of Bild am Sonntag and a panel of experts who together awarded BlueTEC the “Green Steering Wheel”. The commission already certified last year that this technology has the greatest ecological potential of all of the currently available environmentally friendly automotive innovations.
The 2009 Mercedes-Benz S-Class: Pacemaker in automotive development
After four years in production and sales of 270,000 units, Mercedes-Benz is now presenting the 2009 S-Class. With an even more dynamic design, even more comfort and pathfinding innovations, this extensively updated new series of the world’s most successful luxury saloon is reiterating its claim to be the standard for automotive progress. Technological highlights include the world’s first series-production hybrid drive system with a lithium-ion battery in the S 400 HYBRID, which makes this flagship Mercedes-Benz model the world’s most economical luxury saloon with a petrol engine. Its fuel consumption of 7.9 litres per 100 kilometres corresponds to carbon dioxide emissions of just 186 grams per kilometre. This makes the new S 400 HYBRID the “CO2 champion in the luxury class”
In addition the engine range includes eight up-to-date petrol and diesel units, which generate the same, high output as in the preceding series but require up to seven percent less fuel. 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, with innovations such as Speed Limit Assist, ATTENTION ASSIST drowsiness detection and Adaptive Highbeam Assist. More agility and driving enjoyment is ensured by Direct-Steer and modified Active Body Control with crosswind stabilisation for the eight and twelve-cylinder models. The new luxury saloon will be in the showrooms of Mercedes-Benz’s own-retail outlets and authorised dealerships from June 2009.
With 270,000 units sold since its market launch in autumn 2005, the W 221-series S-Class is the world’s most successful luxury saloon. Since 1951, when the Model 220 founded the lineage of the S-Class, Mercedes-Benz has sold around 3.3 million units of this model series. Dr. Dieter Zetsche, Chairman of Daimler AG and CEO of Mercedes-Benz Cars: “The S-Class is the worldwide market leader. Thanks to innovative technology, first-class comfort and trailblazing safety systems, the flagship model from Mercedes-Benz is seen as a pioneer in automotive development.”
S 400 HYBRID: the world’s most efficient petrol-engined luxury saloon
The 2009 S-Class likewise leads the field in automotive development. Mercedes-Benz is underlining this claim to leadership with the new S 400 HYBRID, the world’s first series-production vehicle to be equipped with a hybrid drive system using a lithium-ion battery. This is a pioneering step by Mercedes-Benz on the way to the electrification of the automobile. The combination of a further developed V6 petrol engine and a compact hybrid module also makes the S 400 HYBRID the world’s most efficient luxury saloon with a petrol engine. The combined New European Driving Cycle (NEDC) fuel consumption is only 7.9–8.1 litres per 100 kilometres. This results in the world’s lowest CO2 emissions in this vehicle class, at just 186 – 189 grams per kilometer.
These figures are accompanied by a truly superior performance potential: the modified 3.5-litre petrol engine develops 205 kW/279 hp, while the electric motor generates 15 kW/20 hp and a starting torque of 160 Nm. The combined output is therefore 220 kW/299 hp, with a combined maximum torque of 385 newton metres.
The Mercedes-Benz S 400 HYBRID is based on the S 350, and features an extensively modified drive train. This encompasses a further development of the 3.5-litre V6 petrol engine, an additional magneto-electric motor, the 7G-TRONIC seven-speed automatic transmission specially configured for the hybrid module, the necessary operating and control electronics, the transformer and a high-voltage lithium-ion battery. The hybrid module also has a convenient ECO start/stop function, which automatically switches the engine off when the vehicle stops – for example at traffic lights.
The lithium-ion battery stores recovered kinetic energy
When the vehicle is braked the electric motor acts as a generator, and is able to recover braking energy by a process of recuperation. Working in finely tuned partnership, the electric motor supplements the braking effect of the combustion engine and the wheel brakes to deliver a smoothly progressive braking action. The recuperated energy is stored in a compact yet highly efficient lithium-ion battery in the engine compartment, and made available when required. This complex system is managed by a high-performance control unit, which is likewise located in the engine compartment.
Major advantages over conventional nickel/metal hydride batteries include a higher energy density and greater electrical efficiency combined with more compact dimensions and a low battery weight. Thanks to space-saving installation in the engine compartment, the boot capacity and generous interior dimensions remain unchanged.
Efficient diesel and petrol engines
In addition to the trailblazing hybrid drive unit of the S 400 HYBRID, the 2009 S‑Class is available with a choice of eight engines: two diesel units and six petrol units with six, eight and twelve cylinders. By means of specific aerodynamic fine-tuning, tyres with a lower rolling resistance and modifications to the steering, fuel pump and 7G-TRONIC automatic transmission, Mercedes-Benz developers have been able to reduce both fuel consumption and CO2 emissions by up to seven percent.
With diesel fuel consumption of up to 7.6 litres per 100 kilometres and CO2 emissions of 199-201 grams per kilometre, the S 350 CDI BlueEFFICIENCY (173 kW/235 hp) likewise boasts outstanding figures for the luxury class. Mercedes-Benz achieves this exemplary efficiency with a tailor-made BlueEFFICIENCY package, which also includes closed underbody panelling and decoupling of the 7G-TRONIC automatic transmission at standstill.
The 3.0-litre diesel engine is also used in the S 350 CDI 4MATIC. The second diesel variant is the eight-cylinder S 450 CDI (235 kW/320 hp) with a displace-ment of 4.0 litres. The range of petrol engines comprises the six-cylinder S 350/ S 350 4MATIC (200 kW/272 hp) with a displacement of 3.5 litres and the two eight-cylinder units in the S 450/S 450 4MATIC (250 kW/340 hp; displacement 4.7 litres) and S 500/S 500 4MATIC (285 kW/388 hp; displacement 5.5 litres). The flagship model is still the S 600 with the 380 kW/517 hp twelve-cylinder biturbo unit), which accelerates the luxury saloon to 100 km/h in 4.6 seconds. The Mercedes-AMGhigh-performance contributions to the range are the S 63 AMG with its 386 kW/525 hp V8 engine (displacement 6.2 litres) and the S 65 AMG with a 459 kW/612 hp twelve-cylinder engine (displacement 6 litres).
The Mercedes-AMGhigh-performance contributions to the range are the S 63 AMG with its 386 kW/525 hp V8 engine (displacement 6.2 litres) and the S 65 AMG with a 450 kW/612 hp twelve-cylinder engine (displacement 6 litres).
Unique combination of driver assistance systems
A combination of ultra-modern assistance and protection systems turns the S‑Class into an “intelligent” partner that can see, feel, respond reflexively and act independently to prevent accidents or mitigate their effects. For the first time Mercedes-Benz also uses cameras in these systems – these are able to look well ahead, monitor the car’s surroundings and interpret critical situations. One example is the optional Adaptive Highbeam Assist. 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 the Night View Assist Plus with infrared camera 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 warned by short vibrations of the steering wheel. 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 the driver e.g. 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, optional Speed Limit Assist, which recognises speed limit signs in passing and shows the relevant speed limit in the central display (standard for S 600).
Drowsiness detection on the basis of more than 70 parameters
Thanks to an innovative technology the 2009 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 drowsiness detection system ATTENTION ASSIST 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 standard equipment* in the 2009S-Class.
* not for S 400 HYBRID
“Electronic crumple zone” for maximum occupant protection
Mercedes-Benz has also improved the long and medium-range radar used by Brake Assist (BAS) PLUS and DISTRONIC PLUS proximity cruise control.
Mercedes-Benz also offers another radar based system for the S-Class in the form of the PRE-SAFE® brake. If the driver is distracted and fails to recognise the immediate danger of a rear-end collision, or the warning signal of an assistance system, this system can intervene and brake the vehicle independently. The 2009 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® Brake activates 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® Brake therefore acts as something like an “electronic crumple zone”.
New: Active Body Control reduces the effect of a crosswind
The S-Class also meets the highest expectations with respect to driving dynamics and agility. This is in part due to Direct-Steer, with a steering ratio that varies with the steering angle, and modified Active Body Control (ABC) with crosswind stabilisation (optional for the eight-cylinder models with rear-wheel drive, standard for S 600). For this purpose ABC uses the yaw rates and lateral acceleration sensors of the Electronic Stability Program ESP® to vary the wheel load distribution via the ABC spring struts within milliseconds, depending on the direction and intensity of the crosswind. This enables the effects of crosswinds to be largely compensated.
Extra safety at the physical limits, as well as even more agility, is provided by the Torque Vectoring Brake in the 2009 S-Class – targeted, one-sided braking intervention at the inside rear wheel when cornering. The result is a defined turning moment around the vehicle’s vertical axis, which means that the car turns into the bend precisely and without any loss of handling dynamics. This Torque Vectoring Brake function is standard equipment in the 2009 S-Class.
Powerful and self-assured presence
The modified design of the 2009 S-Class reflects the effortless superiority and power of the S-Class Saloon. It is characterised by the more pronounced arrow-shape of the radiator grille, plus a new front bumper with a discreet light-catching contour and a chrome strip below the cooling air intakes. The headlamps have bi‑xenon technology as standard.
An even more dynamic look is ensured by the LED Light package with its striking LED arrays for daytime driving lights, indicators and driving lights (standard for S 400 HYBRID and S 600). They lend an unmistakable day-and-night design to the front end. The rear end is characterised by tail lights in a new design, with horizontal, white light rather than the previous inserts in the vehicle colour. Here too, a total of 52 LEDs arranged in a curved design form an unmistakable light signature.
Mercedes-Benz also makes more use of light as a styling element in the interior. In future customers who specify the optional ambient lighting (standard for S 400 HYBRID and S 600) have a choice between three lighting moods: solar (amber), neutral (white) and polar (ice-blue).
State-of-the-art multimedia technology
In line with its serene character and claim to be a technological trendsetter, the 2009 S-Class also sets standards where onboard infotainment is concerned. As a world first, and on request, Mercedes-Benz will equip its flagship model with the new SPLITVIEW technology for the COMAND control and display system centrally located in the centre console. This innovative display concept allows the driver and front passenger to view different content simultaneously on one and the same screen. While the driver e.g. uses the map-based navigation system, the front passenger can be watching the latest film on DVD.
Mercedes-Benz has also extended the standard control and display system COMAND with additional functions, for example an SD memory card slot. Other new features include a Bluetooth® interface, which wirelessly connects a mobile phone to the standard onboard hands-free system, and a USB interface. These enable customers to export saved data and import them into any other S-Class. It is also possible to transfer navigation data to another vehicle. As an optional extra Mercedes-Benz also offers a media interface – a universal interface in the glove compartment for mobile audio devices like an iPod® and USB stick also with AUX input (standard for S 400 HYBRID and S 600).
The optionally available COMAND APS (standard for S 400 HYBRID and S 600) is additionally equipped with a Europe-wide navigation system whose data are stored on a 40 GB hard disc. This allows particularly fast route calculation. The high level of navigating convenience is also aided by the detailed three-dimensional map display.
Musical entertainment is provided by a radio, a CD/DVDplayer with MP3 function, an equalizer with speed-dependent volume control and the MUSIC REGISTER with a 7.2 GB hard disc which stores around 2500 digital music files in the MP3, AAC or WMA format.
The system recognises music files played on CD, DVD or from the MUSIC REGISTER using its stored Gracenote® database, and shows the title, album and performer in the colour display. The new Music Search function enables S-Class drivers and passengers to search SD memory cards, USB sticks, CDs and DVDs for specific music titles and performers. COMAND APS also includes the latest-generation LINGUATRONIC voice-operated control system, which operates the navigation, telephone and audio devices by whole-word commands. This has the advantage that the driver no longer has to spell out his commands. To enter a destination, select a radio station, choose a title from the MUSIC REGISTER or access a contact in the phone directory, he only needs to say what he wants.
Mercedes-Benz has also increased the range of rear seat entertainment functions in the 2009 S-Class. As standard equipment, passengers in the rear now have a remote control unit which enables all the audio and telematics functions of COMAND to be operated, plus access to external devices via the Media Interface. Mercedes-Benz also offers a Rear Seat Entertainment package with two eight-inch displays on the rear surfaces of the front seat head restraints, two wireless headphones and a separate CD/DVD player with connections for external audio and video devices.
The surround sound system with “Logic 7” technology developed by Mercedes-Benz together with the audio specialists Harman Kardon® delivers an outstanding performance with three-dimensional sound as a natural 360-degree musical experience for all passengers.
Interior: carefully selected materials and first-class finishing
The multifunction steering wheel of the S-Class has also been modified by the Mercedes-Benz designers: in future the rim and airbag module are lined wth soft nappa leather as standard. The new, flatter airbag module also lends a sporty touch to the multifunction steering wheel.
When choosing the interior, S-Class customers now have even more scope for their personal preferences. A total of five different types of wood trim provide perfectly coordinated material and colour concepts to suit personal tastes.
To make the decision-making process easier, Mercedes-Benz designers have developed three new interior combinations for the colour scheme: alpaca grey/basalt grey, cashmere beige/savanna beige and chestnut brown/black. Together with an all-black interior for the comfort-oriented business saloon and the well-proven combination of sahara beige/black, this produces a total of five tasteful interior design options. In addition to high-grade fabrics, leather upholstery in three qualities is available as an option.
Mercedes-Benz today has unveiled an updated version of the largest member of its SUV family – the GL-Class – while at the same time introducing a range of new BlueTEC SUV models. On the new GL, key exterior changes include modernized bumpers, redesigned chrome underbody protection at the front and the rear, a new radiator grille and fog lights/daytime driving lamps connected by a chrome bar, new light-alloy wheels measuring between 18 – 21 inches and reworked chrome tailpipes. Also available are two exterior paint colors: “Tenorite Gray” and “Palladium Silver.”
Inside, enhancements to the seven-passenger SUV include redesigned leather/ARTICO seats with contrasting trimming (there’s also an optional nappa leather interior for the GL500), a new range of instruments, a multifunction nappa leather steering wheel and crash-responsive NECK PRO comfort headrests for the driver and the front-seat passenger. Also available is optional two-tone leather appointments in black/cashmere beige or black/alpaca gray and the indirect ambient lighting employed in the S-Class, while augmenting the range of interior trim is a new variant, entitled “anthracite-colored poplar.”
And lastly, the final key change to the Mercedes GL-Class worth noting is the availability of GL 350 CDI 4MATIC and GL 350 CDI 4MATIC BlueEFFICIENCY variants. On the latter, fuel consumption is improved roughly 5 percent when compared to its predecessor thanks to better aerodynamics, low resistance rolling tires and a more intelligent 7G-TRONIC transmission. As a result, the model consumes an average of 9.3 liters of fuel per 100 kilometers (about 25 mpg), while power and torque come in at 165 kW/224 hp and 510 Nm @ 1,600 rpm, respectively.
It’s important to note, however, that as of now, this information applies only to the European market. There’s no word yet on the availability of the aforementioned models in the U.S., so check with your local dealer for more info.
Yes, ladies and gentlemen, after taking a little more than a week off, we are indeed back this fine April morning, once again bringing you the latest in Mercedes-related news and entertainment. Unfortunately, it was an unexpected trip paired with an equally unexpected lack of Wi-Fi access that caused the abrupt article hiatus, but not to worry, as both myself and the rest of the staff are back from their spring vacations and ready to get to work.
As is the case anytime a vacation is enjoyed, we’ve got plenty of work to catch up on, so rather than commenting on each of the various press releases we’ve missed, we’re going to bring you the straight corporate content in an effort to get you caught up as quickly as possible. Once we’ve caught up on our backlog, however, we will once again return to the trademark wit you’ve all come to know and love.
But enough of my rambling – let’s get to the Mercedes content, starting with the brand-new, slightly revised and somewhat awkward looking 2009 Mercedes-Benz S-Class. Keep scrolling for a number of photos and a lengthy press release detailing what to expect from the latest iteration of the endearing S-Class.
It was a perfect premiere. The first time a Mercedes-Benz Viano was entered in a rallye competition, straightway the MPV took first place in the SUV category. Seated at the wheel of the vehicle (for the most part a production model) in this 19th Rallye des Gazelles were Irishwoman Jeanette James and French woman Anne-Marie Ortola. The two also won the special prize for first-time competitors in their class. The world’s only women’s rallye went through the Moroccan desert, as in previous years. The only difference between the desert Viano and its series counterpart was a roll-over cage, racing-style bucket seats and the six-point seat belts.
The 2009 Rallye des Gazelles began on 17 March in the royal city of Meknes and finished on 28 March in Essaouira on the Atlantic coast. In between, the 119 international women’s teams had to master a prologue and six stages, including two two-day marathon legs, on nine competition days. Starting time each day was 6 a.m. The minimum daily time scheduled between the start and finish of each stage averaged eleven hours in which the teams had to pass as many as eight checkpoints.
“I’d always dreamed of competing in the Rallye des Gazelles,” said Viano winner Jeanette James, who works as an off-road driving trainer in southern France. “This year’s race was very tough – more gruelling than the past races. This was the assessment made by the seasoned team. Some people probably under estimated us when we took the start with the Viano and its all-wheel drive. But the Mercedes-Benz van proved incredibly robust and reliable, whether we were driving over hardest rocky tracks or ploughing through extremely soft desert sand. Like everyone else, of course, we had to shovel our vehicle free at times or change tyres. That’s a part of the deal! But all the stress and strain were forgotten when we crossed the finished line as winners.”
The Rallye des Gazelles is different from other competitions. Navigation with map material, by coordinates and with compass – entirely without the help of GPS – counts above all. The winner is not the fastest team, but the one that finds the shortest route from point A to point B. Anyone who makes detours or doesn’t find the checkpoints gets penalty kilometres. Repair jobs such as the daily changing of the air filter also are among the tasks of the women’s teams. During the two marathon legs the teams spend the night in the desert. Mutual assistance is entirely in the spirit of the rallye. The rallye organisers support environmental projects to compensate for the CO2 emissions produced during the rallye. The prize money goes towards aid projects in Morocco.
Comprehensive safety features
The Electronic Stability Program (ESP), fade-resistant disc brakes all round, anti-lock braking system (ABS), electronic brake force distribution (EBD), acceleration skid control (ASR) and the hydraulic Brake Assist (BAS) are obligatory equip ment, as are airbags for driver and co-driver. Thorax sidebags (standard equip ment in the Viano Ambiente) and windowbags are available as optional extras. Adaptive brake lights further enhance the already exemplary safety level.
The Viano is exceptionally safe with a trailer in tow too: trailer stabilisation as an additional function of ESP detects dangerous fishtailing of a trailer or caravan and reduces it by selective braking action. A factory-fitted trailer coupling is prerequisite. ESP trailer stabilisation recognizes a trailer when it is connected to the towing vehicle by means of the electric connector plug during the coupling procedure.
CDI diesel engine: lots of power but low fuel consumption
The proven four-cylinder CDI diesel engines with a displacement of 2148 cc have two output levels, 85 kW (115 hp) and 110 kW (150 hp). These engines are distinguished by lower fuel consumption, low exhaust emissions, high flexibility and good responsiveness. Responsible for these qualities is, among other things, a fuel injection system featuring common rail technology and particularly rapidly responding and precise piezo injectors borrowed from Mercedes-Benz car engine technology.
The V6 diesel power plant with a displacement of 2987 cc attains outstanding power and torque, with output of 150 kW (204 hp) and maximum torque of 440 Nm at 1800-2400 rpm.
Permanent four-wheel drive in the Viano 4MATIC
The Viano already comes with good traction owing to its rear-wheel drive – in laden condition too. For special requirements it is available with all-wheel drive. In normal operation on surfaces that provide good grip the Viano 4MATIC transfers driving power to the wheels in a 35 : 65 split between front and rear axle. What makes 4MATIC so special is that it dispenses with mechanical differential locks. Instead the all-wheel drive teams up with the electronic traction system 4ETS, which already has proved a success in the M-Class of Mercedes-Benz and other series. If one or more wheels lose traction on a slippery surface, 4ETS automatically applies brief pulses of brake pressure to the spinning wheels while increasing the torque to wheels with good grip. For this purpose, 4ETS uses the ABS wheel sensors. This automatic brake actuation by means of 4ETS can simulate the effect of as many as three differential locks.
Soon it will be time to head for the ski slopes again, and drivers of Mercedes models with the permanent all-wheel-drive system 4MATIC can rest assured as they set off en route to their chosen winter paradise. Because the performance of the drive configuration on roads affected by snow or ice is truly impressive. Mercedes-Benz is demonstrating the high traction reserves coupled with excellent directional stability and safety in the new GLK at its 4MATIC workshop. In extreme winter conditions at a height of 2500 metres on the Austrian Timmelsjoch High Alpine Road this compact SUV is demonstrating that its driving dynamics really are in a class of their own.
As is the case with 4MATIC’s fine-tuning on a dry or wet road, directional stability and therefore the active safety of the GLKmodels is always to the fore when wintry conditions prevail, too. The basic 4MATIC mechanism with a 45:55 percent torque split between the front and rear axles along with the multiple-disc limited-slip centre differential with a basic locking torque of 50 Nm adds up to an ideal solution. This basic design delivers high traction since, on the one hand, the dynamic shift in axle load toward the rear axle that occurs during acceleration is used to deliver more drive torque to the rear. Meanwhile, the multiple-disc limited-slip centre differential can also variably shift the drive torque from 30 to 70 or 70 to 30 percent between the front and rear axle, whenever the road conditions so dictate. As such, the electronic control systems ESP®, 4ETS or ASRcan intervene as late as possible; the bulk of the torque is converted into traction on slippery roads.
All interventions go virtually unnoticed, but the drivers are still informed immediately if they are driving on the limit. In this case a yellow warning light flashes in the instrument panel – a clear signal to adjust their driving style to the road conditions.
The arrangement featuring a permanent design mechanism has key advantages over other systems that first need to diagnose a lack of traction before activating their 4×4 all-wheel drive. The 4MATIC on the GLKwill have already made use of this valuable time to transmit drive torque via the wheels to the road.
4ETS: integrated “automatic start-off aid” for ice and snow
When pulling away in wintry conditions the engineers use the off-road algorithms on the GLK4MATIC to develop optimum traction. Certain road conditions are automatically detected and the interventions of the 4ETS electronic traction control system adjusted so that as much acceleration as possible can be achieved with minimal wheel slip, providing optimum directional stability in the process. This strategy also allows the vehicle to pull away under adverse conditions, such as when one side of the vehicle is on an icy slope (the so-called µ-split) or both wheels on the front or rear axle have limited grip (µ-jump).
Stable conditions on wintry roads
On winding roads covered with snow and ice, vehicle stability is primarily controlled by means of engine torque regulation in the acceleration skid control system ASR. Taking into consideration the longitudinal and lateral dynamics of the vehicle continuously determined by the ESP®sensor system, the ASRcontrol thresholds are adjusted according to the driving situation. In order to ensure stable driving conditions, on winding roads the longitudinal force must be controlled via engine torque regulation in such a way that sufficient lateral force is always available. In order to comply with this law of physics, when driving on winding roads the control thresholds for engine torque regulation on the outer wheels are reduced considerably at low frictional coefficient, ensuring that the tyres can develop sufficient lateral force.
4MATIC: top performance in all areas
The 4MATIC drive system in the GLK is among the most powerful all-wheel-drive systems there are; its control systems break new ground. Advantages over other systems with a transversely installed drive unit are achieved thanks to the
basic compact, light and friction-loss-optimised design with its longitudinally positioned engine and integrated main and transfer case. Fuel consumption, for example, is at the same level as that of a comparable, conventionally driven vehicle, whilst noise and vibration levels are on a par with those in higher vehicle categories.
105 years of all-wheel-drive technology from Mercedes-Benz
The history of all-wheel drive from Mercedes-Benz begins way back in 1903, when Paul Daimler, the son of the company’s founder, creates the foundations for designing vehicles with all-wheel drive. Since then the accepted maxim has been that all-wheel drive is the number-one technology for making better and safer progress on poor roads. As the decades pass it is successfully introduced in a variety of Mercedes-Benz vehicles, in both passenger cars and commercial vehicles. Some models, such as the G-Class and the Unimog, have attained legendary status all over the world. But all-wheel drive has its benefits in everyday driving on asphalt roads too, as demonstrated by the saloons and sports utility vehicles (SUV) from Mercedes-Benz.
4MATIC available in no less than 51 Mercedes models
The Mercedes-Benz all-wheel-drive line-up includes nine model series and offers an broad range of options: starting with the C-Class and E-Class, both available as saloon and estate versions with 4MATIC, through the S-Class, the luxury CL Coupé and the R-Class touring SUV, the Stuttgart-based manufacturer offers the compact GLKSUV as well as the GL-Class and M-Class off-roaders. The evergreen G-Class off-roader, which really comes into its own off the beaten track, will be celebrating 30 years of loyal service next year. It has a reputation as being one of the world’s best cross-country vehicles and is just one of 51 passenger car models which Mercedes-Benz offers with permanent all-wheel drive.
As is the case with 4MATIC’s fine-tuning on a dry or wet road, directional stability and therefore the active safety of the GLK models is always to the fore when wintry conditions prevail, too. The basic 4MATIC mechanism with a 45:55 percent torque split between the front and rear axles along with the multiple-disc limited-slip centre differential with a basic locking torque of 50 Nm adds up to an ideal solution. This basic design delivers high traction since, on the one hand, the dynamic shift in axle load toward the rear axle that occurs during acceleration is used to deliver more drive torque to the rear.
Meanwhile, the multiple-disc limited-slip centre differential can also variably shift the drive torque from 30 to 70 or 70 to 30 percent between the front and rear axle, whenever the road conditions so dictate. As such, the electronic control systems ESP®, 4ETS or ASR can intervene as late as possible; the bulk of the torque is converted into traction on slippery roads.
All interventions go virtually unnoticed, but the drivers are still informed immediately if they are driving on the limit. In this case a yellow warning light flashes in the instrument panel – a clear signal to adjust their driving style to the road conditions.
The arrangement featuring a permanent design mechanism has key advantages over other systems that first need to diagnose a lack of traction before activating their 4×4 all-wheel drive. The 4MATIC on the GLK will have already made use of this valuable time to transmit drive torque via the wheels to the road.
Kamm circle: the laws of physics sets limits
Just like any all-wheel-drive system, 4MATIC in the GLK has to abide by the laws of physics, a fact clearly illustrated in what is known as the “Kamm circle”. The fundamental rule is that a tyre is only able to transfer a certain level of overall force to the road surface. If a large amount of force is required in a longitudinal direction, for example when accelerating or braking, the lateral forces available are reduced. When cornering the reverse applies. In this case a particularly high degree of lateral force is needed for directional stability, whilst the longitudinal force potential is restricted. When designing the drive mechanism and fine-tuning the control systems, engineers’ skills are called upon to use this correlation in such a way that the very best possible handling is ensured in any conditions. The frictional coefficient µ describes the physical grip between the tyres and the road surface. On a dry road this figure is high (µ=0,9), and on a snow-covered road it is low (µ=0,3).
Despite the engineers’ best efforts, it is ultimately the drivers themselves who determine how safe they are on the road. They should always adapt their driving style in accordance with wintry conditions and ensure that their vehicle is suitably equipped; winter tyres are absolutely essential.
Balance of forces in the “Kamm‘s Circle”
The employees at the Mercedes-Benz Technology Centre have a wealth of experience at their fingertips in this respect. The first all-wheel-drive system was created over 100 years ago, and the engineers also occupy a leading position where the fine-tuning of all-wheel-drive control systems is concerned. 4ETS celebrated its world premiere in 1997 in the first generation of the M-Class, development work having begun as far back as 1993. Mercedes-Benz thus enjoys the most extensive experience of all car manufacturers with these systems.
4ETS: integrated “automatic start-off aid” for ice and snow
When pulling away in wintry conditions the engineers use the off-road algorithms on the GLK 4MATIC to develop optimum traction. Certain road conditions are automatically detected and the interventions of the 4ETS electronic traction control system adjusted so that as much acceleration as possible can be achieved with minimal wheel slip, providing optimum directional stability in the process. This strategy also allows the vehicle to pull away under adverse conditions, such as when one side of the vehicle is on an icy slope (the so-called µ‑split) or both wheels on the front or rear axle have limited grip (µ-jump).
So when starting off on µ-split one side of the GLK is on snow or ice and the other on asphalt. There are major differences in the coefficient of friction between the left and right-hand side of the vehicle. On all vehicles with open axle differentials the wheel with the lowest coefficient of friction limits the maximum transferable driving power. If the driving power rises above the maximally transferable power, the wheels on snow or ice start to spin, and the GLK would not be able to start off. This situation is immediately registered by 4ETS and the spinning wheels are baked by precisely the right amount of pressure build-up in the wheel brakes. As the wheel with the higher coefficient of friction is now supported via the brake force of the wheel with the lower coefficient of friction, the GLK starts to move. Following the start-off process, the wheel characteristics are observed very closely and the brake pressure controlled in such a way that, as far as possible, there is no difference in speed between the individual wheels. The braking force applied by 4ETS simulates, as it were, a higher coefficient of friction on the side with ice or snow, which, in an ideal case, corresponds to the coefficient of friction on the asphalt side. This produces an optimal transverse locking effect on the axle differentials, resulting in the maximum possible acceleration on µ-split.
Pulling away easily on different road surfaces (µ-split)
Starting off on “µ-jump”, where one of the GLK’s axles is entirely on ice or snow and the other axle is on asphalt, is made more difficult by the large differences in coefficient of friction between the front and rear axle. On vehicles with an open longitudinal differential the axle with the lower coefficient of friction determines the transferable driving power. Whilst the multiple-disc limited-slip centre differential with its basic locking torque of 50 Newton metres does have a balancing effect, it is unable to even out these extreme differences in coefficient of friction. In these conditions, too, both wheels on the axle with the lower coefficient of friction start to spin if the driving power exceeds the maximum transferable driving power at this coefficient of friction. 4ETS helps here by immediately recognising and braking the spinning wheels. This enables the axle with the higher coefficient of friction to be supported by the braked axle with the lower coefficient of friction – and the GLK starts to move.
Pulling away easily on different road surfaces (µ-jump)
Stable conditions on wintry roads
On winding roads covered with snow and ice, vehicle stability is primarily controlled by means of engine torque regulation in the acceleration skid control system ASR. Taking into consideration the longitudinal and lateral dynamics of the vehicle continuously determined by the ESP® sensor system, the ASR control thresholds are adjusted according to the driving situation, as illustrated by the aforementioned Kamm circle. In order to prevent the vehicle from tail-skidding, on winding roads the longitudinal force must be controlled via engine torque regulation in such a way that sufficient lateral force is always available. In order to comply with this law of physics, when driving on winding roads at low frictional coefficient, vehicle stability is mainly controlled by means of intervention from ESP® and the acceleration skid control system ASR so that a sufficient reserve of lateral force is always available. Initially, only sufficient engine torque is transferred to the outer wheels to ensure the tyres can develop sufficient lateral force. If this control function cannot generate directional stability, then ESP® applies the brakes to stabilise the vehicle.
Stable handling characteristics while cornering
In contrast to the control mechanisms operating when driving on winding roads, considerably more longitudinal force can be provided when accelerating in a straight line, as the tyres hardly have to transfer any lateral force. Here it is important that the tyres can work in the optimum µ-slip curve range. In order to achieve this, in this driving situation the control thresholds for the engine torque regulation are raised. The multiple-disc limited-slip centre differential simultaneously works on the transfer case, locking the powertrain longitudinally with 50 Nm. This locking factor substantially increases traction, without compromising the control systems. The final drive ratios therefore allow the 150 Nm to be transferred to the wheels.
In certain wintry conditions it may be necessary to deactivate the control systems via the “ESP®OFF”-switch. This is the case where high slip values are required at the wheels – for example to get out of deep snow with or without snow chains. When braking drivers still have full support at their disposal, even in ESP OFF mode. Once back on a road surface with a normal covering of snow, drivers should then activate the control systems again.
As is the case with 4MATIC’s fine-tuning on a dry or wet road, directional stability and therefore the active safety of the GLK models is always to the fore when wintry conditions prevail, too. The basic 4MATIC mechanism with a 45:55 percent torque split between the front and rear axles along with the multiple-disc limited-slip centre differential with a basic locking torque of 50 Nm adds up to an ideal solution. This basic design delivers high traction since, on the one hand, the dynamic shift in axle load toward the rear axle that occurs during acceleration is used to deliver more drive torque to the rear. Meanwhile, the multiple-disc limited-slip centre differential can also variably shift the drive torque from 30 to 70 or 70 to 30 percent between the front and rear axle, whenever the road conditions so dictate. As such, the electronic control systems ESP®, 4ETS or ASR can intervene as late as possible; the bulk of the torque is converted into traction on slippery roads.
All interventions go virtually unnoticed, but the drivers are still informed immediately if they are driving on the limit. In this case a yellow warning light flashes in the instrument panel – a clear signal to adjust their driving style to the road conditions.
The arrangement featuring a permanent design mechanism has key advantages over other systems that first need to diagnose a lack of traction before activating their 4×4 all-wheel drive. The 4MATIC on the GLK will have already made use of this valuable time to transmit drive torque via the wheels to the road.
Kamm circle: the laws of physics sets limits
Just like any all-wheel-drive system, 4MATIC in the GLK has to abide by the laws of physics, a fact clearly illustrated in what is known as the “Kamm circle”. The fundamental rule is that a tyre is only able to transfer a certain level of overall force to the road surface. If a large amount of force is required in a longitudinal direction, for example when accelerating or braking, the lateral forces available are reduced. When cornering the reverse applies. In this case a particularly high degree of lateral force is needed for directional stability, whilst the longitudinal force potential is restricted. When designing the drive mechanism and fine-tuning the control systems, engineers’ skills are called upon to use this correlation in such a way that the very best possible handling is ensured in any conditions. The frictional coefficient µ describes the physical grip between the tyres and the road surface. On a dry road this figure is high (µ=0,9), and on a snow-covered road it is low (µ=0,3).
Despite the engineers’ best efforts, it is ultimately the drivers themselves who determine how safe they are on the road. They should always adapt their driving style in accordance with wintry conditions and ensure that their vehicle is suitably equipped; winter tyres are absolutely essential.
Balance of forces in the “Kamm‘s Circle”
The employees at the Mercedes-Benz Technology Centre have a wealth of experience at their fingertips in this respect. The first all-wheel-drive system was created over 100 years ago, and the engineers also occupy a leading position where the fine-tuning of all-wheel-drive control systems is concerned. 4ETS celebrated its world premiere in 1997 in the first generation of the M-Class, development work having begun as far back as 1993. Mercedes-Benz thus enjoys the most extensive experience of all car manufacturers with these systems.
4ETS: integrated “automatic start-off aid” for ice and snow
When pulling away in wintry conditions the engineers use the off-road algorithms on the GLK 4MATIC to develop optimum traction. Certain road conditions are automatically detected and the interventions of the 4ETS electronic traction control system adjusted so that as much acceleration as possible can be achieved with minimal wheel slip, providing optimum directional stability in the process. This strategy also allows the vehicle to pull away under adverse conditions, such as when one side of the vehicle is on an icy slope (the so-called µ‑split) or both wheels on the front or rear axle have limited grip (µ-jump).
So when starting off on µ-split one side of the GLK is on snow or ice and the other on asphalt. There are major differences in the coefficient of friction between the left and right-hand side of the vehicle. On all vehicles with open axle differentials the wheel with the lowest coefficient of friction limits the maximum transferable driving power. If the driving power rises above the maximally transferable power, the wheels on snow or ice start to spin, and the GLK would not be able to start off. This situation is immediately registered by 4ETS and the spinning wheels are baked by precisely the right amount of pressure build-up in the wheel brakes. As the wheel with the higher coefficient of friction is now supported via the brake force of the wheel with the lower coefficient of friction, the GLK starts to move. Following the start-off process, the wheel characteristics are observed very closely and the brake pressure controlled in such a way that, as far as possible, there is no difference in speed between the individual wheels. The braking force applied by 4ETS simulates, as it were, a higher coefficient of friction on the side with ice or snow, which, in an ideal case, corresponds to the coefficient of friction on the asphalt side. This produces an optimal transverse locking effect on the axle differentials, resulting in the maximum possible acceleration on µ-split.
Pulling away easily on different road surfaces (µ-split)
Starting off on “µ-jump”, where one of the GLK’s axles is entirely on ice or snow and the other axle is on asphalt, is made more difficult by the large differences in coefficient of friction between the front and rear axle. On vehicles with an open longitudinal differential the axle with the lower coefficient of friction determines the transferable driving power. Whilst the multiple-disc limited-slip centre differential with its basic locking torque of 50 Newton metres does have a balancing effect, it is unable to even out these extreme differences in coefficient of friction. In these conditions, too, both wheels on the axle with the lower coefficient of friction start to spin if the driving power exceeds the maximum transferable driving power at this coefficient of friction. 4ETS helps here by immediately recognising and braking the spinning wheels. This enables the axle with the higher coefficient of friction to be supported by the braked axle with the lower coefficient of friction – and the GLK starts to move.
Stable conditions on wintry roads
On winding roads covered with snow and ice, vehicle stability is primarily controlled by means of engine torque regulation in the acceleration skid control system ASR. Taking into consideration the longitudinal and lateral dynamics of the vehicle continuously determined by the ESP® sensor system, the ASR control thresholds are adjusted according to the driving situation, as illustrated by the aforementioned Kamm circle. In order to prevent the vehicle from tail-skidding, on winding roads the longitudinal force must be controlled via engine torque regulation in such a way that sufficient lateral force is always available. In order to comply with this law of physics, when driving on winding roads at low frictional coefficient, vehicle stability is mainly controlled by means of intervention from ESP® and the acceleration skid control system ASR so that a sufficient reserve of lateral force is always available. Initially, only sufficient engine torque is transferred to the outer wheels to ensure the tyres can develop sufficient lateral force. If this control function cannot generate directional stability, then ESP® applies the brakes to stabilise the vehicle.
Stable handling characteristics while cornering
In contrast to the control mechanisms operating when driving on winding roads, considerably more longitudinal force can be provided when accelerating in a straight line, as the tyres hardly have to transfer any lateral force. Here it is important that the tyres can work in the optimum µ-slip curve range. In order to achieve this, in this driving situation the control thresholds for the engine torque regulation are raised. The multiple-disc limited-slip centre differential simultaneously works on the transfer case, locking the powertrain longitudinally with 50 Nm. This locking factor substantially increases traction, without compromising the control systems. The final drive ratios therefore allow the 150 Nm to be transferred to the wheels.
In certain wintry conditions it may be necessary to deactivate the control systems via the “ESP®OFF”-switch. This is the case where high slip values are required at the wheels – for example to get out of deep snow with or without snow chains. When braking drivers still have full support at their disposal, even in ESP OFF mode. Once back on a road surface with a normal covering of snow, drivers should then activate the control systems again.
The 4MATIC drive system in the GLK is among the most powerful all-wheel-drive systems there is; its control systems break new ground. Advantages over other systems with a transversely installed drive unit are achieved thanks to the basic compact, light and friction-loss-optimised design with its longitudinally positioned engine and integrated main and transfer case. Fuel consumption, for example, is at the same level as that of a comparable, conventionally driven vehicle, whilst noise and vibration levels are on a par with those in higher vehicle categories.
In cooperation with the dynamic handling control systems ESP®, acceleration skid control ASR and 4ETS, the basic 45:55 percent torque split between the front and rear axle ensures assured and predictable handling. When fine-tuning the control systems the engineers at the Mercedes-Benz Technology Centre placed particular importance on defined understeer characteristics, as displayed by all GLKmodels even in the most varied of road conditions: on dry roads, in rain, snow, ice or on unsurfaced roads.
A double-disc clutch achieving a basic locking torque of approximately 50 Nm between the front and rear axle is fitted to the central differential. The clutch pack is permanently preloaded via a plate spring. In the case of spinning wheels on one of the two axles, a friction torque is transmitted to the axle spinning more slowly by relative movement of the discs. A sustained improvement to traction and directional stability of the vehicle are achieved through this principle of variable torque shift. Particularly in the case of low coefficients of friction between the tyres and the road surface the traction and stabilising effect of this so-called pre-lock clutch is clearly noticeable.
Adaptive Brake: state-of-the-art brake control system enables shortest stopping distances – even in wintry road conditions
The newly developed ADAPTIVE BRAKE control system encompasses the following basic functions: the anti-lock braking system ABS, acceleration skid control ASRand yaw moment control. ABSand ASR record and control the driving situation longitudinally, the yaw moment control the lateral dynamics. If ADAPTIVE BRAKE diagnoses critical operating conditions, within the limits of the laws of physics traction and directional stability are retained or reinstated through precise brake actuation and drive torque control.
New additional functions make ADAPTIVE BRAKE even safer and more convenient. Hill Start Assist prevents the vehicle from rolling unintentionally in the opposite direction of travel wished by the driver. A function known as priming has also been added. If the driver quickly removes his or her foot from the accelerator, the system prepares for possible panic braking by placing the brake linings on the brake discs using little pressure. Through the indirect pressure build-up when operating the brake pedal this will then shorten the stopping distance if a full brake application does occur. Thanks to ADAPTIVE BRAKE’s ability to produce even the slightest amounts of brake pressure precisely, it is possible to remove the film of water which forms on the brake discs in wet conditions through brief, light brake actuation. This reduces even further the brake response time, and thus the stopping distance, in the wet. Intervention takes place as soon as the windscreen wiper has reached a certain number of wipe cycles and the driver has not braked of his or her own accord in the meantime.
The GLKis fitted with adaptive brake lights as standard. This system warns following traffic that there is a critical braking situation by initiating flashing of the brake lights if the vehicle’s rate of deceleration is high. In the case of emergency braking from a speed of over 70 km/h the hazard warning lights are automatically activated when the vehicle comes to standstill.
The “off-road” switch in the centre console helps the GLK-Class to make good progress on rough terrain if the equipment line with the “off-road engineering package” is selected. At the touch of a button a special drive program comes into operation; it varies the 7G-TRONIC’s shift points, “softens” the accelerator characteristic and activates the ESP® functions with off-road ABSand a special off-road 4ETS. A further switch turns on the DSR (Downhill Speed Regulation) which automatically keeps to a pre-selected speed between 4 and 18 km/h on steep downhill inclines. The driver can vary the speed at any time using the cruise control lever.
In addition to a tyre pressure loss warning system the GLK’s Electronic Stability Program ESP® comprises vehicle/trailer stabilisation as standard. This diffuses critical operating conditions through precise brake actuation as they arise. The maximum towing capacity is 2000 kilograms.
Strong characters: The GLK-Class from Mercedes-Benz
The new GLK is a strong character which enriches the world of compact SUVs. With its practical, attractively compact body style this distinctive multi-talented vehicle is in a class above its competitors, successfully combining qualities previously deemed to be conflicting: thanks to the AGILITY CONTROL suspension, outstanding driving dynamics go hand in hand with superb handling safety and excellent ride comfort. Working together with the electronic control systems the state-of-the-art variable all-wheel-drive system 4MATIC unites optimum on-road performance with high off-road suitability. It is precisely these connections that make the GLK so attractive: within the Mercedes-Benz SUV family this is one of the models characterised in particular by an impressive performance spectrum on surfaced roads, and yet at the same time that all-important “G” is part of its signature.
The four and six-cylinder engines, as powerful as they are economical and environmentally compatible, guarantee effortlessly superior performance. The GLK 220 CDI BlueEFFICIENCY model comes with the new four-cylinder diesel engine from Mercedes-Benz. The base engine mobilises 125 kW/170 hp and consumes 6.7 litres of diesel per 100 kilometres. The highly stable body forms the prerequisite for the vehicle’s groundbreaking passive safety, its quiet running and interior comfort complete with the hallmark Mercedes feel-good factor and its high value retention. An excellent level of interior equipment and appointments and attractive equipment packages help the GLK to stand out from the compact SUV crowd to an even greater extent. What’s more, systems such as the groundbreaking PRE-SAFE® safety concept and the Intelligent Light System ILS are available in this market segment for the first time.