Now in its third edition, the all new Mercedes-Benz SLK raises the bar when it comes to driving pleasure. The roadster offers driver’s a quick and responsive engine inside a stylish yet comfortable open-top sports car. Mercedes managed to pack all these attributes into a great looking, environmentally conscious vehicle that is built to be driven on a day to day basis. Thus making it one of the top car designs out this year. The 2012 SLK350 goes on-sale in the U.S. in June 2011.
“The new SLK embodies the role of the trend-setter like no other car,” says Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG and CEO of Mercedes-Benz Cars. “I am convinced that with its passionate design, its high-quality interior and its modesty at the filling station, it will also continue to provide an enormous amount of fun on the road in future, consolidating its status as a cult roadster.”
Innovations are part of the successful history of the Mercedes-Benz SLK:
The highlights of the new Mercedes-Benz SLK also include a striking and masculine sports car design, a sporty and refined interior with authentic, high-grade materials and a choice of three suspension variants – a standard suspension, a sports suspension or a suspension with automatically adjustable damping.
Dr Thomas Weber, Member of the Board of Management responsible for Group Research and Head of Development, Mercedes-Benz Cars: “With the SLK we offer a wide range of technical alternatives to give customers a personal choice. Among them are a number of unique innovations. Moreover, the SLK is a prime example of how impressive performance, stylish driving comfort and high ecological standards can go hand in hand. In the 125-year history of the automobile, we have never experienced such major leaps in efficiency. Lower fuel consumption and even more driving pleasure – a formula we certainly translate into reality in the SLK.”
Outstanding on all fronts
The best or nothing – this motto is at the heart of the Mercedes-Benz philosophy, and also the guiding theme for the new SLK. The original book of specifications already laid down that the design characteristics of the new roadster must not be one-sided, but must ensure top performance in all major disciplines. Mercedes-Benz engineers have rigorously translated this requirement into reality, and given the SLK attributes that guarantee the roadster a peak position in its segment in multiple respects. Among them are extremely compact dimensions combined with an extremely generous interior providing a feel-good atmosphere and numerous practical features. Naturally outstanding performance and sporty, agile handling are also major characteristics of the new SLK. Moreover, the new SLK is the most economical petrol model in its class, with three new, efficient and powerful direct-injection engines plus the ECO start/stop function, and also the safest roadster with its unrivalled range of safety features.
Dr Joachim Schmidt, Head of Sales and Marketing at Mercedes-Benz Cars: “Firmly embedded in the genes of the SLK is exhilarating driving pleasure in any weather conditions, open or closed, for recreation or day-to-day motoring. It combines its decidedly sporty character with outstanding comfort and high-grade appointments. The new SLK also sets new standards among the compact roadsters where fuel economy and environmental compatibility are concerned. A wealth of outstanding attributes and technical innovations will once again make it the benchmark in its class – and undoubtedly also a success for our brand. The SLK is a roadster with a character, and everyone will want it.”
A look back at the success achieved by the preceding models. Since the first generation was launched, the SLK has won the enthusiasm of more than half a million customers.
Even more features
The new SLK has a wealth of new features compared to its already well-equipped predecessor.
New standard equipment
New optional extras
The all new 2012 Mercedes-Benz SLK Roadster made its official U.S. Debut at New York’s Mercedes-Benz Fashion Week. The scene at Mercedes-Benz Fashion Week heated up as fans got their first glimpse of the red 2012 Mercedes-Benz SLK roadster. Lincoln Center, the heart of the most anticipated runway shows with more than 80 designers presenting their Fall 2011 collections including Diane von Furstenberg, Carolina Herrera, Vera Wang, Michael Kors, Derek Lam, Tommy Hillfiger, Prabal Gurung, Nicole Miller, Charlotte Ronson, Tory Burch, and Betsey Johnson was the location for the roadster’s debut.
“With temperatures hovering in the mid 20s on the Upper West Side of Manhattan, it’s not a stretch to believe everyone is fantasizing about warmer weather,” said Lisa Holladay, manager of brand experience marketing for Mercedes-Benz USA. “The new SLK design takes the convertible experience to new heights and it will resonate with everyone watching the hottest styles on the runway while dreaming of their next adventure under balmy, sunny skies.”
The new SLK is one of two car displays in the tent lobby of Mercedes-Benz Fashion Week and draws attention to its new design through a photo op experience called “On the Scene.” Fashion fans can get up-close and personal with the SLK and have their picture taken right in the heart of the action of Mercedes-Benz Fashion Week. Each day fashion fans with the right look can strike a pose for the chance to end-up in the print edition of The Daily, which is handed out each day at Mercedes-Benz Fashion Week.
Beyond the SLK, the display is featuring design elements which bring to life the glitterati of Mercedes-Benz Fashion Week to create the ultimate scene. Life size illustrations of windblown beauties by Scandinavian fashion Illustrator Laura Laine and the sought after invisible shoes launching this February by Andreia Chaves, a Brazilian footwear designer.
The 2012 SLK is going on sale this summer. It combines sporty handling with stylish comfort that culminates into a striking car design that is suitable for everyday driving. A unique series of safety equipment makes the SLK a leader in its segment. Standard equipment on the vehicle includes, among other features, the ATTENTION ASSIST drowsiness detection system. Mercedes-Benz is also the world’s first automotive manufacturer to offer the panoramic vario-roof with MAGIC SKY CONTROL as an optional extra on the SLK. With this innovation, the transparent glass roof of the SLK can be darkened in a matter of seconds at the touch of a button.
Orders for the new Mercedes-Benz SLK commenced on 17 January 2011. It will feature a new, exciting design, exceptionally high levels of comfort for a roadster, as well as exquisite technology and no shortage of open-air driving pleasure. As such, the agile sports car already looks set to continue a success story which started back in 1994 with a show car. Strictly speaking, however, the pedigree of the SLK stretches back even further – to the 190 SL, a vehicle which automotive enthusiasts were already dreaming about in 1955 as the economic upturn was starting in the Federal Republic of Germany.
When the SLK appeared as a series-produced car in 1996, it not only caused a stir on the road but also established a new market segment which has since grown by leaps and bounds. With the steel vario-roof, which transforms the roadster into an all-weather coupé within a matter of seconds, the roadster has been and still is the role model for many open-top cars. The success of the SLK has exceeded all expectations: to date, well over half a million owners have been delighted with their purchase of an SLK roadster.
The 190 SL – a new star in the automotive firmament in 1955
With the SLK, Mercedes-Benz continued its roadster tradition which stretches back a long way. Its direct ancestor is considered to be the 190 SL, which owes its existence primarily to the perseverance of Maximilian Edwin Hoffman. The enterprising American with Austrian roots was importing European cars into the USA as early as 1946, and in doing so demonstrated infallible instinct and tremendous flair. In 1953 he urged the executive boards of Daimler-Benz to build another affordable sports car, in addition to the 300 SL, for the American market. As an elegant sports car from a well-known company featuring an exciting design at a low price, the 190 SL was designed to charm the Americans.
After a development period of just five months, on 6 February 1954 the 190 SL celebrated its world premiere in New York, alongside the legendary 300 SL “gullwing”. Unlike the 300 SL, the 190 SL was not designed as a purebred sports car but rather as a sporty, elegant two-seater touring and utility vehicle. Its chassis was the shortened frame floor assembly from the Mercedes-Benz 180 (W 120), combined with the single-joint swing axle with lowered centre of rotation, as used in the 220 (W 180). The front-wheel suspension, including subframe design, came from the 180 model. The 190 SL was driven by a newly developed four-cylinder engine with a displacement of 1.9 litres, overhead camshaft and producing 105 hp. Depending on conditions, it could therefore reach a speed significantly over 170 km/h and accelerated from 0 to 100 km/h in 14 seconds.Series production started in May 1955.
The 190 SL was available as a roadster with soft top as well as a coupé with removable hard top, with or without a soft top as an option. A broad range of prominent social figures chose this elegant sports car to complement their image, including Grace Kelly and Frank Sinatra, who drove a 190 SL in the film “Ten Thousand Bedrooms”.
The Mercedes-Benz 190 SL was built up until 1963. The clearest indication of just how much loved and successful the 190 SL was is demonstrated by the production figures: between May 1955 and February 1963, no less than 25,881 cars left the assembly lines in Sindelfingen – far in excess of the initial aspirations.
Two studies for the new type of roadster
Against this historical backdrop, it seemed only logical some decades later to revisit these considerations: would it not perhaps be appropriate for the SL-Class Mercedes-Benz models, now firmly established in their own right, to be joined by a younger brother? After all, Mercedes-Benz had launched an entirely new product initiative, to which a compact roadster could lend fresh emphasis by drawing attention to the sporting heart of the Mercedes-Benz brand.
An appropriate acronym for this newcomer was swiftly coined: SLK. In German, these three letters stand for the car’s characteristic properties – sporty, lightweight and short – and, given the great sporting successes of Mercedes-Benz back in the 1920s and 1930s, they have an almost mystical resonance.
In Turin in April 1994, roadster enthusiasts were able to gain a first glimpse of how Mercedes-Benz believed a compact roadster should look. A brilliant silver showstopper with a distinct aura of spartan sportiness sent the trade professionals into raptures. Bruno Sacco, Head of Design for the brand at the time, made it clear what the company’s aim was: “We are exhibiting a forward-looking roadster study which delivers a unique synthesis of purist motoring pleasure with all the safety features for which Mercedes cars are renowned”.
To meet these requirements, some formal individuality was called for. The SLK study reflected this thanks to its compact dimensions and some evident highlights. Short overhangs at the front and rear, as well as a distinctive wedge shape, embodied the enjoyment to be had from a hands-on driving experience. And the two “power domes” on the bonnet, running parallel to the direction of travel, were acknowledgement of the originator of all SLs dating from the 1950s. The SLK study revealed a lot of gleaming metal. Only 20 percent of the interior was covered, and the high-tech cockpit was dominated by bold shapes and high-quality materials.
To find out just how seriously the people in charge at Mercedes-Benz were taking this SLK project in its earliest days, you need look no further than the Paris Motor Show held in September of the same year. Here the company unveiled its second study, this time with vario-roof and in the form of a customised version in blue, with blue-tone leather and a range of additional luxury accessories such as automatic transmission, air-conditioning system, power windows, a hi-fi sound system and much more besides. This enabled Mercedes-Benz to demonstrate convincingly the breadth of appeal and the potential inherent in a compact roadster.
The SLK sets the trend before going into series production
Then the automotive enthusiasts started to wait. Many viewed the SLK as a very auspicious prospect indeed. Mercedes-Benz had done the unexpected and had demonstrated that a small and relatively inexpensive roadster was capable of offering a great deal of motoring pleasure while still being an absolutely serious and down-to-earth car in terms of safety and quality. This meant that the roadster studies had already opened up a new market niche, making the SLK a trendsetter even before series production had begun.
By 1996 everything was in place: the series production version of the new SLK, designated internally as the R 170, was launched at the Turin Motor Show. Especially high levels of interest were shown in the fully-lowering steel vario-roof which substantively backed up the SLK’s claim to being a car for all weathers. Using an intelligent electro-hydraulic system, the entire roof folded down into the boot in just 25 seconds, leaving the owner free to roam under an open sky.
The SLK also fielded a convincing range of other qualities. Take safety for example: two fixed roll-over bars behind the seats protected occupants from injury if the car should overturn and, in conjunction with the exceptionally robust A-pillars, delivered a very high level of safety even when these Mercedes-Benz cars are driven with the top down.
Engines from 136 to 354 hp
The sporting talent of the SLK was unleashed by two engine variants: a 2-litre four-cylinder engine with a power rating of 100 kW (136 hp) and a supercharged 2.3 litre engine, also a four-cylinder unit, delivering 142 kW (193 hp). In early 2000, the two-litre engine was also fitted with a belt-driven supercharger, boosting power to the rear axle to a new level of 120 kW (163 hp). The choice of engines was broadened by the arrival of two six-cylinder models, the 160 kW (218 hp) unit for the SLK 320 and the 260 kW (354 hp) powerplant in the SLK 32 AMG.
The evolution of the SLK continues
In February 2000, Mercedes-Benz substantially upgraded the level of equipment for its roadster and incorporated innovations such as the Electronic Stability Program (ESP®), a six-speed manual transmission and SPEEDTRONIC in its standard equipment package. In visual terms, a new bumper and side skirts gave the car an even more dynamic appearance. All the attachments and door handles were painted to match the vehicle body to enable the whole car to present an image of a unified whole in terms of both colour and form. New taillights, stainless steel trim on the exhaust tailpipe and a painted radiator grille gave the SLK design an even more commanding identity.
Even more driving pleasure with the second generation SLK
In the spring of 2004, the second generation of the SLK (internal model series designation: R 171) was launched – offering more sportiness and dynamism, and even more driving pleasure. Thanks to powerful engines, a newly developed chassis, direct steering and a precise six-speed shift mechanism, the second generation of the SLK provided an even more responsive driving experience. As a world first, Mercedes-Benz introduced the AIRSCARF neck-level heating system. At the touch of a button, it generates warm air which is blown out of the head restraints. This now meant that drivers of the SLK were able to enjoy open-top driving and the open-air roadster experience all year round, even when outside temperatures dropped.
True to the principle of ongoing development, in 2008 the SLK underwent a comprehensive facelift. The most significant visual changes included redesigned front and rear sections and also a carefully modified interior with new instrument cluster and three-spoke sports steering wheel. The distinctive dynamic character of the two-seater was brought to the fore to particularly good effect in the SLK 350 courtesy of a high-revving V6 sports engine producing 224 kW (305 hp) along with an optional Direct-Steer system. In addition, despite their significantly increased performance, all of the engines were more economical in terms of fuel consumption and in turn therefore produced less CO2 emissions.
The new SLK sets standards once more
The new SLK, which was presented in January 2011 and designated internally as the R 172, will now also follow in these same footsteps. Thanks to new engines, among other things, the roadster will consume significantly less fuel, thus demonstrating that achieving pure driving pleasure while maintaining a clear conscience when it comes to the environment do not necessarily have to be conflicting principles. The new SLK combines nimble-footed sportiness with stylish comfort, a striking sports car design with absolute suitability for everyday use, and top-of-the-range performance with exemplary ecology. In addition, a unique series of safety equipment enables the SLK to assume the role of benchmark in this segment. Standard equipment on the vehicle will include, among other features, the ATTENTION ASSIST drowsiness detection system. Mercedes-Benz will also be the world’s first automotive manufacturer to offer the panoramic vario-roof with MAGIC SKY CONTROL as an optional extra. With this innovation, the transparent glass roof can be darkened in a matter of seconds at the touch of a button. Thanks to such a rich array of technical innovations, the SLK will once more set the standard in its class.
Model chronicle: the Mercedes-Benz SLK
1994
1996
2000
2004
2008
2011
Every Couple of months we receive spy photos of the upcoming 2012 Mercedes-Benz SL-Class, and almost right on schedule we have another batch of spy photos with less camo than before.
With less camoflauge this time around, we are able to get a better idea of the new SL models overall body shape. New to the SL-Class, in order to reduce weith and improve agility, fuel economy and performance, will be the generous use of reinforced plastics and carbon fiber components. Earlier this year, Daimler announced a deal with Japanese textile maker Toray Industries in order to help develop materials specifically for use in the next-generation SL.
The 2012 Mercedes-Benz SL is assumed to be debuting sometime in 2011 with the 3.5 liter V6 and the new 4.6 liter twin-turbo V8 engines expected.
The next generation 2012 Mercedes-Benz SLK is scheduled to be introduced at the North American International Auto Show in Detroit this January, ahead of the European Premiere in Geneva.
Orders for the new Mercedes-Benz SLK are reported to start on January 17, 2011 with the first three engine options available. To start, the SLK 200 BlueEFFICIENCY with 184 hp and 270Nm available (€ 38,650 base price, 6.4 liters / 100), the SLK 250 BlueEFFICIENCY with 204 hp (310Nm – € 44,200, 6.2 litres/100km) and the SLK 350 BlueEFFICIENCY with 306 PS (370 nm – € 52,200, 7.1 liters / 100km) to choose from.
The next generation SLK will then hit the dealer showrooms on March 26.
The AMG engine peak comes later. The SLK 55 AMG with 422 hp -310 kW, uses as an 8-cylinder with a displacement of 5439 cc. The SLK 200 BlueEFFICIENCY and SLK 250 BlueEFFICIENCY will feature a 6-speed manual transmission including ECO start / stop function. Optional is the automatic transmission 7G-TRONIC Plus with ECO start / stop function.
For the launch there will be a special “Edition 1”, as known from other series. The vehicle is then delivered with designo matt lacquer in glacial gray and features standard LED daytime running lights. We have yet to hear additonal details on this edition but will keep you posted as we hear more.
For additional information on the next generation 2012 Mercedes-Benz SLK, visti Mercedes-Benz Passion.
Early next year, Mercedes-Benz will launch the all-new 2012 SLK-Class. The agile sports car will feature a bold, new design, exceptionally high levels of comfort, as well as plenty of open-air driving pleasure. At the same time, it will also set new safety standards for convertible sports cars. The third generation of this trend setting roadster will make use of a whole host of the latest assistance systems to support the driver, including the drowsiness detection system ATTENTION ASSIST, developed by Mercedes-Benz and fitted as standard equipment; available occupant protection system PRE-SAFE®, which is unique in the world; and the PRE-SAFE® Brake, which can apply the brakes autonomously in the event of an impending front-end collision. With the 2012 SLK-Class, Mercedes-Benz continues to set new standards of automotive safety.
The best or nothing – the safety experts at Mercedes-Benz have long adopted this motto, coined by Gottlieb Daimler, as their guiding principle. Far from chasing ratings targets, they work intensively on attaining a level of safety which far exceeds the standards stipulated by the world’s legislators. The most important component of their work is not in the laboratory or crash test facility, but real-world accident research. The result of this study is Real Life Safety, a concept which is based on research into thousands of accidents. Using this evidence, Mercedes-Benz engineers have created or refined most of today’s assistance systems which effectively support drivers and have been adopted by many of the company’s competitors.
ATTENTION ASSIST and ADAPTIVE BRAKE as standard
The 2012 SLK-Class will feature a unique combination of driver assistance systems to help avoid accidents. These include the drowsiness detection system ATTENTION ASSIST, which helps monitor the level of attentiveness of the driver and can provide an early warning of overtiredness.
Also making up part of the standard equipment is the ADAPTIVE BRAKE. It comprises ABS, the acceleration skid control system ASR and also active yaw control. In addition, it features the following functions:
Emergency braking – detecting an acute risk of a front-end collision
Available as optional extras are the DISTRONIC PLUS proximity control as well as PRE-SAFE® Brake, already proven in other Mercedes-Benz models. Both systems work together and can initiate emergency braking automatically if there’s an acute risk of an accident. In normal driving conditions, the radar-based DISTRONIC PLUS proximity control adjusts the distance to the vehicle in front automatically. If necessary, it can apply the brakes, even bringing the SLK Roadster to a stop, and accelerate it again. This takes some of the strain off the driver, particularly in bumper-to-bumper driving conditions. If the distance starts to narrow too quickly, the system gives the driver visual and audible warnings, thereby prompting the driver to take action, at which point he is also supported by the Brake Assist System PLUS (BAS PLUS).
If the systems detect an acute risk of a front-end collision and the driver does not react, the electronic system activates the PRE-SAFE® Brake after visual and audible warnings. In the initial stage, partial autonomous braking is initiated. If the driver does not react to this, the second stage of PRE-SAFE® Brake provides full, autonomous emergency braking.
Safety and comfort
The following optional features will be available to enhance both safety and comfort:
Only available from Mercedes-Benz – the anticipatory occupant protection system PRE-SAFE®
An additional safety highlight which will be available in the new SLK (as part of the optional DISTRONIC PLUS system) is the anticipatory occupant protection system PRE-SAFE®. If the system detects an impending risk of an accident, it reflexively activates precautionary protective measures for the vehicle occupants, so that the seat belts and airbags can provide maximum protection during an impact. Mercedes-Benz developed PRE-SAFE® on the basis of research into actual accidents, and is the only manufacturer in the world to offer such a system.
In the 2012 SLK, additional post-crash measures will also supplement the PRESAFE® system to enable prompt assistance after an accident has occurred. Depending on the damage, the interior lighting can be switched on automatically, the side windows can be opened by two inches, to provide better ventilation in the interior, and in vehicles with memory seats the steering wheel can be moved upwards.
Taking into account all of the requirements of the rating institutes
In developing the new SLK, the requirements of Euro NCAP as well as all of the global consumer ratings have been taken into account. This has contributed to the development of the bodyshell structure of the vehicle, which follows established concepts and has been optimized in a number of detailed areas. These include, among other things, reinforced members, a new side impact structure and new fiber-reinforced roll-over bar.
In the event of an accident, front-mounted sensors and lateral satellite and rollover sensors help the central control unit to predict the nature and severity of the accident.
New headbag and crash-responsive head restraints
The restraint systems with two-stage driver and front passenger airbags have also been enhanced. A new feature is the headbag, which provides generous lateral protection for the head during an impact. An additional thorax airbag in the seat backrest protects the upper body in the event of a side impact. The seat belts, with belt buckle tensioners and speed sensitive belt force limiters are also hallmarks of the high Mercedes-Benz safety standards.
As we previously brought you, Mercedes-Benz is enhancing the vario-roof of the SLK with innovative technology boasting entirely new features. As a result, a totally unique glass roof will be celebrating its world premiere in the new SLK next year: at the touch of a button it can be made either transparent or darkened. In transparent mode it will offer an open-air experience during cold weather, while in darkened mode it will afford a haven of shade and prevent the interior from heating up in direct sunlight.
Mercedes-Benz will be the first automotive manufacturer to offer the new glass roof – called the panoramic vario-roof with MAGIC SKY CONTROL – as an optional extra in the new SLK next year. Thanks to this new development, the transparent glass roof can be darkened on demand in a matter of seconds. By affording shade and a unique ambience, it helps to ensure a pleasant wellness atmosphere in the vehicle interior.
Since the innovative glass also shields against the sun’s rays far more effectively than conventional thermal insulation glass or sunblinds, the occupants of the new SLK will also enjoy the highest level of climatic comfort at the same time. When driving with the roof open would be unpleasant due to intense heat, the driver and front passenger are able to remain composed under the MAGIC SKY CONTROL roof – an important contribution towards feeling comfortable and driver-fitness safety, a concept typically promoted by Mercedes. Even when the vehicle is at a standstill the interior does not overheat, since the roof is switched to darkened mode when powered off.
The operating principle is based on the physics of a plate condenser: if the glass structure is subjected to an electrical voltage, particles in the structure position themselves so that light is able to pass through the glass. If the voltage remains switched off, however, the particles position themselves randomly. This partially blocks the light, and the glass remains dark. The control unit and converter are integrated into the front section of the roof, and the switch is in the overhead control console.
In addition to the unique panoramic effect and transparency at the touch of a button, MAGIC SKY CONTROL also provides a top-class wellness atmosphere. UV and infrared light are also effectively blocked in transparent mode, while insulation increases even more significantly and noticeably in darkened mode, thereby helping to keep the temperature on interior parts such as armrests cooler by up to 10 degrees Celsius compared with conventional green glass.
The demanding Mercedes-Benz endurance test programme which prototypes fitted with the switchable glass roof had to pass around the globe included harsh practical tests conducted in Death Valley in the USA – one of the hottest places on earth. Under the heat of the baking sun, summer temperatures there regularly hit over 50 degrees Celsius in the shade. The test engineers made the most of these conditions to heat up the SLK prototypes with transparent roofs for four hours around midday, for example. They then switched the roofs to non-transparent mode and immediately noticed significant relief from the torturing heat. Thermal images showed that temperatures in the region of the head were reduced.
Measurements using a device called a star pyranometer revealed why this was the case. This device measures the intensity of exposure to sunlight. With an open roof, the load from the sun in the heat of Death Valley reached 1000 to 1100 W per square metre. With the transparent glass roof it dropped to 200 W, and when the roof was switched to darkened mode with MAGIC SKY CONTROL, it dropped to 40 to 50 W – one 20th of the original value.
But MAGIC SKY CONTROL not only benefits passengers. Some of the strain is also taken off the air-conditioning system, thereby in turn saving on CO2 emissions.
The panoramic vario-roof with MAGIC SKY CONTROL will be available to order as an optional extra for less than 2000 euros.
The very first photos of the new SLK, which will be celebrated at the Geneva Motor Show 2011, made their debut today. While the photos released are only a teaser of what the new SLK will look like, they do give an insight to the SLK’s latest and greatest feature.
The Magic Sky Control roof takes advantage of a new innovative technology that allows the roof to be either transparent or darkened. Whether in cold, rainy or just overcast weather, the transparent option gives passengers and drivers an open air experience while remaining shielded from the elements. The dark state helps prevent the interior from being overheated and shields the occupents from intense sunlight.
The Magic Sky Control is set to be an option on the new SLK for just under 2,000 Euro additional. Advantages of the roof include: the glass more effectively shields solar radiation over conventional heat-resistant glass or shutters., when driving becomes uncomfortable with the roof open because of excessive heat, the transparent roof would remain comfortable and still give the open air feeling driver and passenger.
The varying roof makes use of a plate condenser to alter the transparency: when an electrical voltage is applied to the glass structure, the particles align on the structure of glass so that light can penetrate the glass. If the current is off, the particles are oriented randomly. Thus, the light is partially blocked and the screen is dark. The controller and converter are integrated in the front part of the roof and the switch can be found in the roof console. UV and infrared light are also blocked, even in the transparent state.
A special thanks to Markus Jordan for sharing the information and photos with us.
Just in time for summer, automobile manufacturer / Mercedes tuner Carlsson has released a new tuning program for the Mercedes-Benz E-Class Cabriolet. With 20 per cent more power, the new aerodynamic package and an enhanced interior, Carlsson has taken the E-Class Cabrio’s sportiness to a new level.
The core piece of the sporty conversion is the additional ECU C-Tronic® DIESEL POWER. This plug-and-play solution enhances the performance of the V6-Diesel engine by more than 20 percent, from 231 hp (170 kW) to 280 hp (206 kW). The optimised engine management also has an effect on the maximum torque. Instead of 540 Newton metres, the driver now has 648 Newton metres at his disposal. The ECU CD35 REVO for the Mercedes 350 CDI engines is delivered by Carlsson as a completely retrofittable solution inclusive of all materials for connections and montage, at a total price of just 1,784 Euros inclusive of VAT. Complimenting the new power, the right exhaust notes are ensured by the sport end mufflers with the two double-walled stainless steel end tubes, available for a total of 2,319 Euros.
Increasing the Mercedes E-Class Cabriolet’s visual appeal, Carlsson has added a new aerodynamic package. Highlights include a new front spoiler for 594 Euro and a front spoiler lip RS for 629 Euro, which can also be obtained in carbon. Also present is a new rear spoiler (475 Euro) which not only rounds up the heightened dynamic appearance, but also ensures optimised airflow together with the entire aerodynamic package, thereby ensuring better contact with the road. Further improving handling, sports suspension springs (355 Euros) have been added, that both lower the Mercedes-Cabriolet 30 millimetres while giving rise to a significantly more dynamic response while negotiating curves. Completing the outward styling, Carlsson-light alloy wheelsin a variety of designs are available. Options include the classic sixteen spoke wheel 1/16 in 18 inches through the trendy double coloured design 1/5 REVO to the high end cast wheels 1/10 Ultra Light in 20 inches, which combine low weight with the highest load bearing capacity. Available as a complete wheel set with top brand tires, the packages start from 2,712 Euros.
And lastly, Carlsson completes their work on the E-Class Cabriolet with a sportily elegant finish in the car interiors. Changes include an automatic gear shift lever in leather and Alcantara (213 Euros), aluminium door pins (58 Euro), soft velvet doormats with the Carlsson logo (set available for 154 Euros), and aluminium pedals together with footrests (282 Euros).
To see more of the new Carlsson tuning package for the Mercedes E-Class Cabriolet, you check out the full photo gallery immediately below.
In September 1991, as a further body variant of the 124 series Mercedes-Benz presented the 300 CE-24 Cabriolet. Production began in 1992. Cabriolet development was based on the Coupé, and in terms of mechanical components the Cabriolets were identical with their four-door counterparts. Like the Saloons they were equipped with multi-link independent rear suspension, thereby further improving ride quality compared with predecessor models, as well as shock absorber strut independent front suspension located by individual wishbones. The braking system was also borrowed without modification from the Saloons.
After a great investment of engineering know-how, the two-door was prepared for its role as an open-topped car – adequate stiffening of the body alone required the redesign of 1000 parts. Each Cabriolet needed a total of more than 130 kilograms of additional sheet metal to structurally compensate for the 28 kilograms lost from the Coupé roof and to meet the safety standards that applied to the Saloons, Estates and Coupés of the series. Body vibrations, a system-related weak point of open cars, were eliminated by four vibration absorbers fitted in the left shock absorber strut, the roof frame and the side boot recesses.
To make up for the lack of side roof frame, the A-pillars were welded together with metal sections inside the pillars to form a sturdy unit in the area prone to buckling. This enabled the vehicle to achieve stability levels similar to those of a saloon in the critical roof impact test; extreme tests in which the entire vehicle was suspended by an
A-pillar provided a particularly impressive demonstration of the robustness of the design. This combination of A-pillar and automatic rollover bar produced a fully-fledged safety system. Specifically for the 300 CE-24 Cabriolet, a linear bar arranged behind the rear seats was developed that extended almost perpendicularly within 0.3 seconds in the event of a rollover. Simultaneously it served rear-seat passengers as a head restraint. For this purpose the rollover protection could also be extended and retracted manually.
Complex soft top design
The fully retractable top impressed with an abundance of well-thought-out technical details. Retracted, the high-precision structure, which weighed 43 kilograms and had 27 linkage parts and 34 joints, occupied a mere 80 litres of space, so that the car still had a generously proportioned boot. The large heated rear window made of safety glass was screwed flush with the outer skin by a double frame, affording undistorted rear vision. To improve the convenience of operation, as an optional extra there was an electrohydraulic actuation system for the top. Ten valves and twelve electric limit switches controlled the perfect sequence of three swivelling movements, as well as the correct engagement of the different locking mechanisms, and monitored the closed condition when the car was on the move.
As with the Mercedes-Benz Coupés of the day, a belt feeder automatically brought the seat belt to a comfortable position once the driver or front passenger had taken up position. This comfort feature was necessary because with the absence of a B-pillar the seat belts were mounted comparatively far back.
Under its bonnet the 300 CE-24 had a four-valve six-cylinder M 104 engine, the unit that had been presented in the SL of the R 129 series. In the four-seater Cabriolet it developed an output of 162 kW at 6400 rpm.
Six months after series production start-up the 300 CE-24 Cabriolet, along with all other vehicles in the 124 series, received a much higher-quality standard equipment package. The scope of delivery now included driver’s airbag and electrically adjustable left and right exterior mirrors. The Cabriolet was equipped as standard from production start-up with central locking and five-speed transmission, features that were simultaneously adopted as basic equipment in the 124 series.
In June 1993 the 300 CE-24 Cabriolet along with all 124 series models, was revised, stylistically updated and adapted in line with the other model series. The most striking feature of the modified vehicles was the radiator grille, which was redesigned after the S-Class. This so-called integrated radiator featured a much narrower chrome surround compared with the previous design, and the Mercedes star sat on the bonnet as in the S-Class saloons. The light units were also noticeably modified to include colourless glass covers on the front direction indicators and bi-chromatic covers on the taillights, which were uniformly tinted white-grey over the indicators and reversing lights. The yellow indicator light was thus generated front and rear from coloured bulbs. Other modifications were made to the bumpers, where the protective mouldings were now painted the colour of other detachable parts. In addition, the protective strip on the rear bumper was extended to the wheel cut-outs.
Facelift brings new engines
As part of this model refinement package the Cabriolet was not only updated visually, it was also equipped with a range of new engines that had already been introduced into the other body variants in the intermediate class in October 1992. In the Cabriolet the proven 3.0-litre four-valve unit was now succeeded by the 3.2-litre six-cylinder with four-valve technology. Compared with its predecessor it had an equivalent rated output of 162 kW, but achieved this at 900 rpm earlier; maximum torque was considerably higher and also achieved at lower engine speeds. Exhaust and noise emissions were thereby effectively reduced.
A fundamental innovation was also the offer of a four-cylinder variant of the Cabriolet at over 20,000 Deutschmarks cheaper than its six-cylinder counterpart. The new entry-level model had the 136 kW, 2.2-litre, four-valve engine, which since its appearance in October 1992 had served in the Saloon, the Estate and the Coupé of the 124 series.
The Cabriolet was also fitted with the 2-litre version of the four-cylinder, four-valve engine exclusively for export to Italy, Greece and Portugal; this unit generated an output of 100 kW and had served since October 1992 in the export version of the Coupé.
All three variants were now equipped as standard with the electrohydraulic soft top, previously only available at extra cost, which additionally featured a modified interior covering with improved warmth and noise insulation.
To coincide with the sales launch of the redesigned models, a new nomenclature also came into effect for the 124 series in June 1993. Analogous with the S-Class and the new C-Class, the intermediate class was now called the E-Class. The model designations also followed a modified system, in which letters documented a car’s membership of a certain class. The letter(s) were followed by a three-digit number based as previously on engine displacement. The E suffix that was formerly used to indicate a petrol engine with fuel injection could now be dropped, since carburettor engines were now a thing of the past and coding with a “C” or a “T” to denote the plainly obvious body variant was also deemed superfluous. In line with the new system of nomenclature the Cabriolets were now known as the E 220 Cabriolet and E 320 Cabriolet; however, the nameplate identified only the model’s class and displacement.
From September 1993 on there was also a more powerful variant for the Cabriolet enthusiast with sporting ambition in the form of the E 36 AMG, which was equipped with a 195 kW, 3.6-litre four-valve engine from AMG. The new top-of-the-range Cabriolet could also be told apart from its less dynamic sister models by its discreetly enlarged add-on parts. The front spoiler, side skirts and rear apron were painted in the same colour as the car and harmoniously integrated into the body shape; the overall image was completed with standard-fit AMG-designed alloy rims (diameter: 43.2 centimetres).
In order to offer customers with less performance-oriented ambitions a more affordable entry-level model, the E 200 Cabriolet, which had been produced since July 1993 for export, was brought into the domestic sales range in March 1994. Its price tag was more than 10,000 Deutschmarks below the cost of the 2.2-litre variant, although this saving was accounted for by a number of deletions from the equipment package: alloy wheels, leather upholstery and heated seats no longer came as part of standard equipment as with the sister models, but were available at extra cost.
Built until July 1997, the E-Class Cabriolet was the last variant of the 124 series to remain in production. In total 33,952 examples were produced, 15,380 with four-cylinder engines and 18,572 with six-cylinder engines. The proportion of E 320 Cabriolets sold for export was above average at over 75 percent, a fact that has long been part of Mercedes-Benz tradition, particularly where the more exclusive models in the company’s passenger car range are concerned.
Production figures for Mercedes-Benz A 124 series (1991 to 1997)
| Models | Internal designation | Production period: pre-production to end | Number of units |
| 300 CE-24 Cabriolet | A 124 E 30/2 | 1990 – 1993 | 6343 |
| E 200 Cabriolet | A 124 E 20/2 | 1993 – 1997 | 6922 |
| E 220 Cabriolet | A 124 E 22 | 1992 – 1997 | 8458 |
| E 320 Cabriolet | A 124 E 32 | 1992 – 1997 | 12,229 |
| E 36 AMG Cabriolet | A 124 E 36 | 1993 – 1997 | * |
| Total | 33,952 |
* not documented separately
Back in March we brought you details of the BRABUS tuning program for the 2010 Mercedes E-Class Cabriolet – a well rounded assortment of enhancements ranging from engine upgrades to aerodynamic improvements and new interior appointments. Today we’ve got your first look at a second BRABUS E-Class Cabriolet, this time, with changes on the outside limited to new front fenders with integrated air ducts and a set of BRABUS Monoblock wheels. Under the hood, power is supplied by the BRABUS 6.1 engine producing an output of 462 hp (456 bhp) / 340 kW and a peak torque of 615 Nm (453 lb-ft) at 3,100 rpm – enough to help the E-Class Cabrio accelerate from 0-62 mph in a brisk 4.7 seconds before reaching a top speed of 186 mph.
Inside, changes are… how do I say this… less than subtle. A new BRABUS interior featuring red leather seating with diamond pattern stitching is present, as is matching red leather in the door panels. In the rear, occupants are treated to a BRABUS multimedia system with two monitors mounted on the back of the front seats, while new BRABUS floor mats and red stitching throughout the entire vehicle completes the list of BRABUS interior customizations.
To see more of the BRABUS Mercedes E 6.1 Cabriolet, you can view some additional photos in the gallery below.
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, deliveries of which start from 27 March, 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; this cover 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:
The entry-level E 200 CGI model is fitted with an automatic transmission as standard. From June 2010, this model will also be available with a 6-speed manual transmission and the ECO start/stop function.
Less turbulence, easier to use: AIRCAP® is a world-first
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 are easily accessible 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 can remain in use right up to the car’s top speed) reduces the interior noise level – so passengers in all seats find it much 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 range, 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. If the sensors housed in the airbag control unit detect imminent danger to the occupants, 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 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.
Cabriolet was originally a French verb that meant “to cavort” or “cut a caper,” but in the 1700s, the term came to be used to describe “a light, two-wheeled horse carriage with a folding leather top.” Later, any carriage for hire became known as a “cab,” hence today’s synonym for a taxi. In the late 1800s, the first motor vehicles were all open cars, with no tops at all. As automobiles developed in the early 1900s, most were still convertibles.
Cabriolet – a Four-Seat Convertible
As the automotive industry evolved through the 1900s, the term “Cabriolet” acquired a specific meaning – a convertible that seats at least four people, in other words, a convertible with a real back seat. While Mercedes-Benz produced some of the world’s most collectible convertibles and Cabriolets across a 120-year history, its modern era began with the launch of the 1993 E-Class Cabriolet, its first four-seat convertible in several decades. A slightly smaller CLK Cabriolet followed in 1999, and a second-generation CLK Cabriolet line was offered through the 2009 model year.
The Ninth-Generation E-Class
The 2011 E-Class Cabriolet joins the all-new E-Class lineup – which debuted last year as the ninth generation of the company’s highly successful model range, with a total of more than 10 million E-Class vehicles produced over the past 70-plus years. Packed with useful, new safety technology, the E-Class is likely to become another industry trend-setter, and now with a full range of cabriolet, wagon, sedan and coupe models, the lineup should appeal to more consumers than ever.
Four Seasons, Four Seats
The two-door, four-seat Cabriolet boasts a classic fabric soft top, with year-round comfort, thanks to a number of innovative features:
The convertible top can be opened or closed in 20 seconds, even at speeds up to 25 mph. The soft top is stowed in a special compartment behind the rear seats. When the roof is up, the panel between the top stowage area and the trunk can slide to the rear, increasing the trunk capacity by 30 percent.
Two Versatile Engines for the E-Class Cabriolet
The E350 Cabriolet uses the latest four-valve-per-cylinder V6 engine that produces 268 horsepower and 258 lb.-ft. of torque. The E550 Cabriolet model is powered by a 32-valve 5.5-liter V8 delivering 382 horsepower and 391 lb.-ft. of torque. Both engines feature double-overhead-cam architecture with variable valve timing and a two-stage intake manifold for increased low-speed power.
For better fuel mileage, both the V6 and V8 powerplants use new systems that minimize engine power needed to drive the alternator, power steering pump and electric fuel pump, plus intake tumble flaps and state-of-the-art engine management.
Astonishing Safety Innovations
Among the Cabriolet’s many standard life-saving features is an innovative “Attention Assist” system which couples a highly-sensitive steering sensor with intelligent software that can identify behaviors that drivers make as they begin to get drowsy. Elegant in its simplicity, the system senses drowsiness and alerts the driver. Contrasting examples of trailblazing innovations include optional automatic emergency braking, which is activated if a collision is likely, and adaptive high beams that use a small windshield-mounted camera to control high-low beam operation automatically. This system also provides a soft transition from low to high beam.
2011 E350 / E550 Cabrio Option Pricing
Premium 1 Package (P01): $4,000
Premium 2 Package (P02): $6,450
Appearance Package (321): $1,990/1,270
DISTRONIC PLUS Package (997): $2,650
Wood Trim Package (318): $760
Stand Alone Options:
2011 E350 / E550 Cabrio Standard Equipment
Comfort/Convenience
Performance/Handling
E350 Cabrio
E550 Cabrio
Safety/Security
Wheels
E350 Coupe
Staggered 17″ twin 5-spoke alloy wheels, 235/45 (F), 255/40 (R)
E550 Coupe
Staggered 18″ 5-spoke alloy wheels, 235/40 (F), 255/35 (R)
The story of the Mercedes-Benz 190 SL starts with Maximilian Hoffman. He was the Mercedes-Benz brand’s official importer for the US market in New York since 1952. When the company presented him two ideas in early September 1953 – bring the 300 SL racing sports coupé (W 194 series) as a production vehicle and simultaneously team it up with an open-top touring sports car – he recognised the potential for sales in the USA.
At the time, however, Daimler-Benz was completely absorbed in other design and development activities – for production vehicles and also for the 1954 racing season, for which the new formula racing car of the W 196 R series was earmarked. The pressures of work even made the Stuttgart people put off their plans to participate in sports car racing in 1953. So the new SL models increased the pressure, but they were important for the image of Mercedes-Benz – the 1950s marked the beginning of a new era after the Second World War. And these were interesting cars too because Mercedes-Benz lacked sporty vehicles in its range. Already in mid September 1953, the Board of Management made a decision: the road version of the 300 SL (W 198 I) would come out along with a smaller, open-top sports car, the 190 SL (W 121).
About five months after the decision the touring sports car and the super sports car were to celebrate their premieres – in America, at the International Motor Sports Show in New York, taking place there from 6 to 14 February 1954. At the time it was the most important motor show on the other side of the Atlantic. This meant that the engineers had very little time for development. So they had to hurry: a few days after the Board’s decision to build both vehicles, the directors of Daimler-Benz were examining the first sketches, and two weeks further on they were able to assess the first 1:10 scale model, which was followed eight weeks later by a full-scale model. And the pace of development was raised still further. The floor assembly, which came from the Mercedes-Benz 180, had to be adapted to the new ideas and the right engine had to be found. Moreover, the tight time schedule stipulated that the contours of the planers on which the body would be created be finalised by 31 October 1953.
The race against time was won: Mercedes-Benz registered a tremendously favourable response to both vehicles at the show.
Up until then, the bodies of various models also were available in the two-seater A-version as Cabriolet, Roadster or Coupé, the most recent example being the Mercedes-Benz 220 Cabriolet A (W 187). According to chief engineer Fritz Nallinger, this body variant would be replaced in future by the SL vehicles – no longer with the existing formal lines and face and explicitly in the SL design, including the star placed centrally on the radiator grille – a paradigm change in the model structure. The 190 SL was thus the symbol of a new product philosophy and the forefather of the SL-Class.
First, series production of the Mercedes-Benz 300 SL began in August 1954 at the Sindelfingen plant. The 190 SL, on the other hand, was thoroughly revised once more because the car displayed at the International Motor Sports Show in New York was neither technically tested nor stylistically mature. In March 1955 Daimler-Benz then presented the final model of the touring sports car at the Geneva Motor Show. The body was designed by Walter Häcker and closely followed the design of the Gullwing Coupé 300 SL, but unlike the 300 SL the 190 SL had a retractable soft top. The production body showed some clear differences from the show car: the stylised intake scoop on the bonnet was dropped; the forward edge of the bonnet had been moved farther back; there were “eyebrows” above the rear wheel cut-outs too; and the bumpers, indicators and tail lights were modified. The Sindelfingen factory built the pre-production series starting in January 1955. Standard production commenced in May.
A body all in the style of the 1950s
The 190 SL is technically related to the “Ponton” (pontoon) saloons – commonly called that because of their characteristic body shape – of the W 120/121 series. Internally they were designated W 121, and the 190 that appeared in 1956 also got that designation. From the beginning the 190 SL was designed as a two-seater cabriolet.
In the 1950s the meaning of the term “roadster” changed. The classic roadster is a rather spartanly appointed sporty two-seater having detachable side windows, for instance, and a removable fabric top cum roof frame. But the customers’ comfort standards now were higher, and the touring sports car Mercedes-Benz 190 SL made allowance for this. Though not a roadster in the classic sense, it was interpreted as that by the company.
In contrast to the 300 SL it was not conceived as a pure-bred sports car, but a sporty, elegant two-seater touring and utility car. It was available in three versions: a car with a fabric top (price in February 1955: DM 16,500) and a coupé with removable hardtop, optionally with or without a fabric top (price in September 1955: DM 17,650/DM 17,100). For comparison: the 300 SL cost DM 29,000 DM in 1954, and the 180 Saloon had a list price of DM 9450 in 1954/1955. As an optional extra a third seat could be fitted in the rear, at right angles to the direction of travel.
The motor press praised the 190 SL among other things for its safe handling properties. They were ensured by the low-pivot single-joint swing axle already familiar from the 220a, and other features. The front wheel suspension including the subframe was adopted from the 180, from which the floor assembly – though shortened – also came.
A new development was the 1.9-litre petrol engine with the number M 121 B II. The four-cylinder unit has a single overhead camshaft and is regarded as the progenitor of an entire family of engines. In the Mercedes-Benz 190 SL it developed 77 kW at 5700 rpm and accelerated the fabric-topped variant from 0 to 100 km/h in 14.5 seconds. The top speed was a respectable 170 km/h – it made it one of the fastest cars on the road in the 1950s and 1960s. The petrol consumption was put at a rather moderate 8.6 litres; the 65-litre tank provided adequate range.
During its production period the 190 SL underwent many improvements in details. Clearly recognisable are the wide chrome strips on the upper edge of the door (introduced in March 1956) and larger tail lights (June 1956, as also used on models 220a, 219 and 220 S). In July 1957 the rear licence plate lamp was moved to the bumper horns to enable fitting the wide licence plates which were being introduced at the time. The rear bumper horns were thus a basic equipment item, while at the front they cost extra; the US versions always had them at the front and the rear as standard. From October 1959 a new hardtop with a larger rear window gave the coupés much improved rear visibility. In August 1960 the lock of the boot lid was changed; simultaneously a recessed handle replaced the previous bow-type handle. In 1963 the last Mercedes-Benz 190 SL rolled out of the production bay. In all, 25,881 were built. Most of them went to the USA – Max Hoffman’s calculation proved right.
A sports variant of the Mercedes-Benz 190 SL
The first sales brochures showed a sports variant of the 190 SL: light-alloy doors, small Perspex racing windscreen, no soft top, no bumpers, heat exchanger or insulating material, gave it a weight of 1000 kilograms, around ten percent less than the normal road version. The number of units built is not documented, and few sports versions found their way to the customers; they probably also came in for further fine tuning with modifications to the four-cylinder engine, lowering of the body, sports shock absorbers and modified springs. The sports 190 SL scored its biggest success in 1956 in the Sports Car Grand Prix in Portuguese Mação, entered by the then Daimler-Benz importer in Hong Kong. The right-hand-drive sports car took first place ahead of a Ferrari Mondial and various Jaguar and Austin-Healey cars. In the same year the Mercedes-Benz general importer in Morocco won his class (GT to two litres displacement) in the Grand Prix of Casablanca. On account of the racing regulations the idea of the sports 190 SL was not pursued any further: in many competitions the vehicle, modified as described, would have been classed as a production sports car and thus would not have had a chance. On top of that a decision of the racing authority FIA (Fédération Internationale de l’Automobile) prevented classification as a GT – it said that a Gran Turismo must have a completely enclosable body – a condition which the converted 190 SL could not meet.
The Mercedes-Benz 190 SL in the press
Shortly after the presentation of the Mercedes-Benz 190 SL at the International Motor Sports Show in New York, auto motor und sport, Germany, No. 3, 1954, wrote: “The Mercedes 190 SL is an elegant and fast touring sports car that can be used as an ordinary, workaday vehicle, but additionally offers the possibility of successfully competing in smaller sporting events. … For this new model Mercedes dispensed with its hallowed radiator tradition, as it did for the 300 SL. The very harmonious front end nevertheless shows that elegant and distinguished lines are entirely possible without neglecting the attributes of fashion and functionality.”
In 1960 auto motor und sport, Germany, No. 15, 1960, published a detailed test report on the Mercedes-Benz 190 SL: “The 190 SL owes its good reputation not just to its elegant appearance, but also to its robustness and reliability and its accurate handling. The good build quality of the body and the roadster soft top deserve special mention.”
In April 1971 a new SL rolled out onto the highway, the Mercedes-Benz 350 SL. For the first time in the history of the model series an eight-cylinder power plant did duty under the long bonnet. From all sides it made the impression of a strong, self-confident, imposing open-top vehicle. Its fathers also gave it an equally well designed, removable coupé roof for the road. Besides elegance and quality the body radiated safety, since the crash behaviour of the two-seater was far ahead of its time.
Difficult decision
The decision to manufacture the R 107 series (“R” as in Roadster instead of “W” as in Wagen = car) was taken by the Board of Management after intensive debates on 18 June 1968. At dispute was whether there should be a Targa-roof version, i.e., one with a removable roof panel, instead of the fabric-topped variant, because owing to higher safety standards alarming news was to be heard from the USA regarding the licensing of open-top cars.
That a decision finally was made in favour of an open-top two-seater with a fabric roof and an additional removable hardtop can be attributed to Hans Scherenberg, the head of Development, who fought tooth and nail for it: “The SL gave me great pleasure, but also caused me great trouble. This was no easy decision for us,” he summed up the decisive meeting.
The coupé question still was unanswered, however. It was not decided that day. Discussion centred around whether one should additionally, and soon, make a four-seater sports coupé based on the R 107 series, or wait for the coming S-Class
(W 116) to build it on that basis. But then a production model would not have arrived until much later, in the mid-1970s.
Karl Wilfert, then the head of Body Design in Sindelfingen, developed – pretty much on his own authority – a coupé based on the R 107 and presented it one day to the Board of Management as a “rough draft”. Rejected at first, Wilfert managed to push through his idea of a sports coupé with the tenacity which was so characteristic of him.
And so six months after its premiere the SL was followed in October 1971 by a comfortable four-seater Sports Coupé, the 350 SLC, whose unconventional lines also found it many friends around the world in the course of the years. Internally the series was designated C 107. Up to the windscreen its appearance matches that of the open-top variant; behind the windscreen the overall height and length grows. A flat roof spans the four-seater passenger compartment in a gentle curve, going over into a large and very steep rear window that arches in two directions. The boot lid is slightly convex in shape, unlike the SL’s.
In the side view the length of the Coupé is documented, firstly, by the 360 millimetre longer wheelbase (2820 millimetres versus 2460), secondly by the line of the side windows. Without awkward B-pillars they are completely retractable, as is usual in a Mercedes-Benz Coupé. The SLC’s coefficient of drag is better than that of the SL so that the Coupé attains the same performance despite an added weight of some 50 kilograms.
A particularly noteworthy fact is that it fully lived up to its classification as a “Sports Coupé”, gaining wins for Mercedes-Benz in many rallies and long-distance races.
Safety as agenda
Béla Barényi’s safety concept with front and rear crumple zones and a rigid passenger cell found expression in the 107 series in a further developed form. The backbone of the R 107 series is not simply a shortened and reinforced saloon floor assembly, as in the predecessor, but an independent frame-floor unit with a closed transmission tunnel and box-shaped cross and longitudinal members which featured differing sheet metal thicknesses and a resultant carefully defined crumple pattern.
The SL definitely had to be an open-top car, and that being the case the only protection in a possible roll-over would be provided by the A-pillar plus windscreen. They were thoroughly redesigned and had 50 percent more strength to show than in the previously built version. In addition, to enhance its strength the windscreen was bonded into the frame. This resulted in a remarkable power of resistance in the roof-drop test with the result that the open-top car could be licensed for the USA even without a Targa bar. To complete the logic the rear window of the hardtop also was bonded into its frame.
Even in the interior there were pioneering changes to report. The hard dashboard made way for an ingenious sheet-steel design that yields on impact both in the top section and the knee area and is foam-padded. The switches and levers were recessed. Another new feature: the four-spoke steering wheel based on the latest findings of accident researchers. The proven impact absorber was still in place, but the steering-wheel rim, spokes, padded boss and hub were covered with polyurethane foam. As further safety feature the fuel tank was no longer installed in the rear end but above the rear axle, protected against collision. From March 1980 the anti-lock braking system ABS was offered; from January 1982 also airbag and belt tensioner.
A bestseller right off the bat
But it was not the safety aspects that motivated customers around the world to quickly reach for the new SL. It was the promise of an open-top automobile – the only one offered in the USA over a period of several years – that was a successful piece of work in every respect. Its distinctive front end with the dominant SL face, the wide-band headlamps and grooved indicator covers had a powerful aura; the lines of the low silhouette were harmonious – soft top open or closed, or with hardtop. And the very slight inward curve of the boot lid, along with the concave hardtop, were reminiscent of “Pagoda” days. The wide-band tail lights with their ribbed surface not only were largely insensitive to soiling, but additionally gave the rear end a touch of vigour.
Extremely conducive to comfort and ease of operation was the easily and speedily operated soft top, a refined version of the “Pagoda” top. It took just 30 seconds to open or close it. Folded, it disappeared underneath a cover that was meanwhile customary in the SL series.
A number of details underscored the car’s safety aspirations. The seats were available from the start with head restraints, and seat belts also were included. Physical well-being and driver-fitness safety were served by the heating system with its very spontaneous response, supported by new air ducting at the doors. Newly developed wind-deflecting mouldings on the A-pillars, which also served to channel off mud-laden water in the rain, and dirt-repelling covers on the exterior mirrors enabled good visibility. They kept the side windows clean even in inclement weather. The windscreen wipers arranged closely to each other in the centre of the car swept a respectable 70 percent of the windscreen area, were always optimally positioned in the flow of air and did not lift off even at higher speeds.
Engines with catalytic converter
During its 18-year “lifetime”, which was not planned to last that long, but in the end was indeed successful, this SL got a whole series of six- and eight-cylinder engines. Its model designations accordingly are quite varied.
The eight-cylinder models were led by the 350 SL (1971 to 1980), whose 3.5-litre engine (M 116) already was known from the W 108, W 109 and W 111 series. The
147 kW which it delivered at 5800 rpm helped the SL, which did weigh 1600 kilograms after all, to clock nine seconds for 0 to 100 km/h and reach a top speed of 210 km/h. The 350 SLC had identical performance figures.
From autumn 1971 onwards the 450 SL also was produced. Its engine (M 117) developed an output of 165 kW at 5000 rpm. Top speed was 215 km/h, and it needed 8.8 seconds to go from 0 to 100 km/h. In 1972 the corresponding Coupé version, the 450 SLC followed, with identical engine and identical performance. Prior to March 1973, both were destined exclusively for export to North America; after that they were included in the general sales range.
In July 1974 the SL model range was extended: as a consequence of the oil crisis of 1973, the SL and SLC now were available as models 280 SL and 280 SLC with the
2.8-litre M 110 engine. It developed 136 kW at 6000 rpm and had proven its reliability in the two years before in the “Stroke Eight” series W 114/115 and in the W 116-series
S-Class. Both models had identical performance: the top speed was 205 km/h; sprinting from 0 to 100 km/h in 10.1 seconds was possible.
So three SL engines now were available – nowadays nothing unusual, but in those days something new in the history of this model category. Only the attentive observer could distinguish between the three variants: The 280 SL could be recognised by its narrower tyres in comparison to the 350 SL and the 450 SL. In addition, the 450 SL featured an inconspicuous front spoiler which was attached to the rear lower end of the front apron and distinctly increased the radiator’s air throughput.
Between November 1975 and February 1976 the fuel injection systems of all three engines were changed for better compliance with the emission standards, which meanwhile also had become stiffer in most European countries. The electronically controlled Bosch D-Jetronic was abandoned for the newly developed mechanically controlled Bosch K-Jetronic. The changeover entailed minor losses in performance in all three cases: in the 280 SL to 130 kW at 6000 rpm, in the 350 SL to 143 kW at
5500 rpm, and in the 450 SL to 160 kW at 5000 rpm.
At the same time the compression ratios of the 2.8 and 3.5-litre engines were slightly reduced. The 3.5 and 4.5-litre engines additionally got a contactless transistorised ignition and hydraulic valve play compensation to facilitate maintenance.
The compression ratio of the 2.8-litre unit was raised to the old figure again in April 1978. With a few supporting measures the engine then regained its earlier power potential of 136 kW, but now already at 5800 rpm.
In September 1977 Mercedes-Benz launched the 450 SLC 5.0 with a V8 engine (M 117) enlarged to a displacement of five litres. A hidden innovation was the first-time application of hypereutectic cylinder contact surface machining, which made it unnecessary to insert cylinder liners. The engine delivered 177 kW at 5000 rpm, good for zero to 100 km/h acceleration in 8.5 seconds and a top speed of 225 km/h. The vehicle’s bonnet and boot lid were made of aluminium, and it had light-alloy wheels as standard. On the outside the 450 SLC 5.0 was recognisable by, among other things, a narrow spoiler on the rear end.
Revising the series
At the Geneva Motor Show in March 1980 the SL and SLC presented themselves in updated form. The interior appointments including steering wheel were matched to those of the 126-series S-Class, and the engineering was brought up to the same level. The previous three-speed automatic transmission with torque converter was replaced with a four-speed variant. Models 280 SL and 280 SLC were given a five-speed manual transmission as basic equipment. In addition, the hardtop now was included in the standard specifications of the open-top variant. But above all the light-alloy eight-cylinder engines of the 126-series S-Class, slightly modified, made their arrival in the 107 series. The six-cylinder engine of the 280 SLC remained unchanged.
The new 500 SL, equipped with the 5.0-litre V8 (M 117) familiar from the 450 SLC 5.0, replaced the 450 SL and made an output of 177 kW at 5000 rpm available, to give the new top-of-the-range model a 0 to 100 km/h acceleration of 7.8 seconds and a top speed of 225 km/h.
Models 350 SL and 350 SLC were sent off into retirement after nine years of production. Their successors were the 380 SL and 380 SLC, whose 3.8-litre light-alloy engine (M 116), with 160 kW at 5500 rpm, originated after the pattern of the five-litre unit, by enlarging the bore of the long-serving 3.5-litre V8 with grey cast iron cylinder block. Both models attained top speeds of 215 km/h and needed nine seconds to go from 0 to 100 km/h.
From the outside the new models were almost indistinguishable from the previous models, except for the model plate. All three SL models now had a light-alloy bonnet and the discreet front spoiler familiar from the 450 SLC 5.0; the 500 SL also got a light-alloy boot lid with black plastic rear spoiler, already familiar from the five-litre Coupé.
In autumn 1981 both V8 engines were thoroughly redesigned in the context of the “Mercedes-Benz Energy Concept” to reduce their consumption and pollutant emissions. Along with an increase in compression ratio the measures comprised camshafts with changed valve timing, air-bathed injection valves, and an electronic idling speed control. Owing to the altered camshaft tuning the maximum torque could be shifted to a lower engine speed range and, in the case of the 3.8-litre engine, even increased. This power plant underwent particularly far-reaching changes: to get a more favourable volume-to-surface ratio the bore was reduced and the stroke increased. The modified 3.8-litre V8 thus had a slightly larger displacement. In both eight-cylinders, in exchange, so to speak, for the improved economy, minor losses in power had to be accepted, output dropping to 150 kW at 5250 rpm in the 380 SL and to 170 kW at
4750 rpm in the 500 SL. As in the 126 series the final drive ratio was adjusted to the changed engine characteristics and made higher, from 3.27 to 2.47 in the 380 SL and from 2.72 to 2.24 in the 500 SL.
For the SLC Coupés these changes came too late, however: at the Frankfurt International Motor Show in September 1981, along with the “Mercedes-Benz Energy Concept” the 380 SEC and 500 SEC models of the C 126 series were presented, spelling retirement for the SLC models, which had been built for exactly ten years.
But even after ten years of production no thought was being given to a replacement for the SL models. Four years after the Energy Concept was presented, they even came in for extensive refinements, and so in September 1985, again at the Frankfurt show, a completely revised SL model range was introduced. The emphasis was on a restructured engine range. A discreet facelift, primarily recognisable from the front spoiler and wheels with aluminium rims (diameter: 38.10 centimetres), was also part of the package. The front axle was done over and the brakes enlarged with fixed callipers. To prevent the cars from pulling to one side during braking, the steering offset was reduced.
Comprehensive model refinement package
All engines were available in two versions: with a catalytic converter and slightly less output, and as so-called catalyst retrofit version without catalytic converter. The catalyst retrofit versions could be fitted later on with a catalytic converter, for example when the widespread supply of unleaded petrol was ensured, and had their ignition system, electronics and cable harness prepared for this.
A newly designed 3.0-litre six-cylinder engine (M 103) which had made its first appearance in the 300 E of the mid-range series W 124 nine months earlier replaced the tried and tested 2.8-litre engine, as it had already done previously in the respective S-Class Saloon. As a result the 280 SL was discontinued, and after a 22-year interruption there was again a sports car with the magic model designation 300 SL. It delivered an output of 138 kW at 5700 rpm without catalytic converter (top speed:
203 km/h; 0 to 100 km/h in 9.6 seconds) and 132 kW with catalytic converter (200 km/h; 9.9 seconds).
A new edition to the range was the 420 SL with the 4.2-litre V8 engine (M 116), which at 5200 rpm delivered 160 kW without and 150 kW with catalytic converter. It was created by adopting the bore of the original 3.8-litre engine and combining it with the stroke of the “post-Mercedes-Benz Energy Concept” 3.8-litre engine, and now replaced that unit in the SL, the S-Class Saloon and the SEC Coupé. The 420 SL accelerated from 0 to 100 km/h in 8.5 seconds (with catalytic converter: 9 seconds) and attained a top speed of 213 km/h (205 km/h).
The 5.0-litre engine (M 117) also was modified; with catalytic converter operation in mind it now had an electronic ignition system and the electronically/mechanically controlled Bosch KE-Jetronic injection system and developed an output of 180 kW at 4750 rpm. With catalytic converter the output was 164 kW at 4700 rpm. These values helped the 500 SL attain a top speed of 225 km/h (with catalytic converter: 215 km/h) and accelerate from 0 to 100 km/h in 7.3 seconds (7.8 seconds).
The most spectacular new development in the engine range was a 5.6-litre eight-cylinder (M 117), which was created by increasing the stroke of the 5.0-litre V8 and gave the SL an output of 170 kW at 4750 rpm. The 560 SL was reserved to the export markets USA, Australia and Japan. Fitted with an emission control system in the US version it had a top speed of 223 km/h and sprinted from 0 to 100 km/h in 7.7 seconds.
Production of the R 107 series ended in August 1989, more than 18 years after the production start-up of the 350 SL. With that this SL series set an internal record that probably never will be broken: in the entire history of the company no other passenger car series has ever been produced over such a long period. All told, in Sindelfingen 237,287 open-top cars were built, a number which impressively demonstrates the great popularity of the 107 series. Of the Coupé a total of 62,888 were built from 1971 to 1981.
The R 107 series in the press
In a first test of the Mercedes-Benz 350 SL auto motor und sport, Germany, No. 9, 1971, wrote: “Good suspension comfort, definitely up to saloon standard, proves to be an essential feature of the 350 SL: at low and high speeds it absorbs big bumps well and takes small bumps in a way that they never are a disturbance even on very poor roads.”
In 1986 Road & Track, USA, No. 11, 1986, compared the Mercedes-Benz 560 SL, which was in the last era of its production, with the Cadillac Allanté and summed up: “Legendary quality is Mercedes’ primary stock in trade. But brilliant performance and outstanding ABS braking have freshened it this year. Against these attributes, Cadillac brings better handling and greater luxury to bear while failing to match Mercedes’ performance and quality.”
Exclusive, sporty and highly individual: These three attributes best describe the BRABUS custom program for the new E-Class Cabriolet that will be available in time for the car’s market launch. As for all other Mercedes models BRABUS offers an extensive product lineup for the E-Class Cabriolet that leaves nothing to be desired. The lineup features engine tuning, including the BRABUS 6.1 capacity engine with 462 hp (456 bhp) / 340 kW of power, a dynamically styled aerodynamic-enhancement program, custom-tailored wheels with diameters ranging from 17 to 20 inches, corresponding sport suspensions and striking interior options.
The BRABUS engine specialists unleash the true power inherent in the common-rail turbodiesel engines and CGI BlueEFFICIENCY direct-injection gasoline engines with ECO PowerXtra performance kits. The BRABUS ECO Power Extra D4 power kit bumps rated power output of the four-cylinder turbodiesel engine of the E 250 CDI BlueEFFICIENCY model from standard 204 hp (201 bhp) / 150 kW to 235 hp (232 bhp) / 173 kW. Simultaneously peak torque grows to 560 Nm (413 lb-ft). The BRABUS ECO PowerXtra D6 (III) module for the six-cylinder turbodiesel engine of the E 350 CDI BlueEFFICIENCY model bumps power output to 272 hp (268 bhp) / 200 kW and peak torque to 590 Nm (435 lb-ft). BRABUS ECO PowerXtra CGI tuning increases power output of the E 250 CGI BlueEFFICIENCY gasoline model from standard 204 hp (201 bhp) / 150 kW to 230 hp (227 bhp) / 169 kW at a low 5,500 rpm. Peak torque jumps from 310 Nm to 350 Nm (229 to 258 lb-ft).
In the E 350 CGI BlueEFFICIENCY model with direct-injection gasoline engine BRABUS tuning provides an additional 18 hp (18 bhp) / 13.2 kW. The most powerful BRABUS option for the Mercedes E-Class Cabriolet is the BRABUS 6.1 capacity engine. The V8 engine of the E 500 (US: E550) model is modified extensively. A steel billet crankshaft with longer stroke, larger cylinder bore and correspondingly larger pistons affect a displacement increase from 5.5 to 6.1 liters (336 to 372 cubic inch). The engine conversion further includes four-valve cylinder heads optimized for mixture flow, installation of special camshafts and the BRABUS stainless-steel sport exhaust system with high-performance metal catalysts. Custom-programmed engine electronics ensure the precise interaction of all new components.
Like all BRABUS engines the BRABUS 6.1 capacity engine is lubricated exclusively with ARAL high-performance synthetic motor oil. It produces a rated power output of 462 hp (456 bhp) / 340 kW and a peak torque of 615 Nm (453 lb-ft) at a low 3,100 rpm. Powered by this engine, the E-Class convertible sprints from rest to 100 km/h (62 mph) in just 4.7 seconds and reaches a top speed of 300 km/h (186 mph). This level of performance places the tuned E-Class Cabriolet firmly among the world’s fastest four-seater soft-top cars. BRABUS backs all components with the one-of-a-kind BRABUS Tuning Warranty of three years, up to 100,000 kilometers / 62,000 miles (see BRABUS warranty conditions as of November 2006).
Stainless-steel BRABUS sport exhaust systems are available for all E-Class models and offer optimized power yield, a sporty exhaust note and striking looks with four exhaust tips. To lend the new convertible an even more breathtaking appearance the BRABUS designers have developed a sporty yet elegant aerodynamic-enhancement package manufactured from high-quality Pur-R-Rim plastics in OEM quality. The BRABUS front spoiler features integrated LED daytime running lights and lends the Mercedes an even more succinct frontal appearance. But that’s not all: This aerodynamic component also reduces unwanted lift on the front axle at high speed.
The side view receives some added pizzazz with BRABUS front sport fenders with integrated air openings. The BRABUS rear valance with centrally mounted reflector and custom cutouts left and right provides the perfect backdrop for the BRABUS quad sport exhaust. The understated BRABUS rear spoiler is essential for the car’s excellent aerodynamic balance at high speeds.
One-piece or multi-piece BRABUS Monoblock alloy wheels with diameters of 17, 18 or 19 inches round out the exclusive BRABUS look. The largest tire/wheel combination for the E-Class Cabriolet features BRABUS Monoblock VI, E, Q or S wheels in size 8.5Jx19 on the front axle and in size 9.5Jx19 in back. The optimal high-performance tires come from Pirelli and YOKOHAMA in size 235/35 ZR 19 in front and up to size 275/30 ZR 19 on the rear axle. 20-inch BRABUS wheels will be available for the new Mercedes E-Class Cabriolet in the near future.
The BRABUS suspension solutions are calibrated specifically to the use with these sporty low-profile tires. The available options range from sport springs, which lower the ride height of the two-door by some 30 millimeters (1.2 inches), to height-adjustable coil-over suspensions with variable damper rates.
Maximum active safety is also a top priority when it comes to brakes: Various BRABUS high-performance brake systems are available including the top-of-the-line version with six-piston aluminum fixed calipers and 360-mm (14.2 inches) vented and perforated discs on the front axle and four-piston aluminum fixed calipers in the rear.
BRABUS also offers the perfect interior customization experience for the soft-top Mercedes: The interior program includes stainless-steel scuff plates with illuminated BRABUS logo, an ergonomically shaped BRABUS sport steering wheel and genuine carbon-fiber elements in a number of different colors for dashboard, center console and door panels..
BRABUS wood inlays add a special flair of exclusivity. Special production techniques allow these inlays to be manufactured in any color imaginable with polished, matte or open-pore surface finishes. The BRABUS upholstery shop transforms especially soft yet durable BRABUS Mastik leather and Alcantara into gorgeous interiors according to customers’ personal color and design preferences.
Today business owner Dieter Funke was personally presented with the keys to his new Mercedes-Benz E-Class Cabriolet by Peter Schabert, Manager of the Mercedes-Benz plant in Bremen. He is the very first customer to take delivery of the two-door convertible with its classic fabric soft top at the Customer Centre, immediately after the market launch. Dieter Funke decided in favour of an E 250 CGI BlueEFFICIENCY Cabriolet in palladium silver.
Peter Schabert, Manager of the Mercedes-Benz plant in Bremen: “The highly qualified team in Bremen produces the new Cabriolet with great commitment and enthusiasm. Mercedes-Benz is adding a particularly attractive product to the successful E-Class family with this car. It is therefore a real pleasure to hand over the keys to the first owner personally today.”
Originally from the Rhineland, businessman Dieter Funke moved to Berlin around 30 years ago. He has driven cars bearing the Mercedes star for many years, including convertibles. “I really enjoy it. I covered more than 210,000 kilometres with my CLK Cabriolet, and was always happy with it – simply a wonderful car,” says Funke. As a fan of emotionally appealing two-door cars, he was particularly looking forward to the new E-Class Cabriolet – so much that he has been driving the E-Class Coupé in recent months. The E-Class Coupé and Cabriolet are produced flexibly on a single production line at the Mercedes-Benz plant in Bremen.
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 provides driving pleasure and comfort whether the roof is open or closed.
New features include:
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. Thanks to the reduction in wind turbulence, activating AIRCAP® (this is possible at speeds up to 160 km/h, and it can be used even at very high speeds) not only improves occupant comfort, but also reduces noise levels – passengers on all the seats are able to converse much more easily. AIRCAP® is therefore a classic Mercedes innovation: functional, comfort-enhancing, elegant and safe.
It’s certainly no secret Mercedes has been working on a roadster variant of the SLS AMG, and now new renderings have appeared from the European patent office outlining (literally) the model from a variety of angles. As expected, the SLS AMG Roadster will be equipped with a cloth top as well as traditional front-hinged doors. Aside from these differences, the model will maintain the overall form of the traditional Gullwing variant.
Rumor has it production of the 2012 SLS AMG Roadster will commence in early 2011, while European deliveries will start at the end of spring the same year. For more details of the 2012 Mercedes SLS Roadster, you can check out the full gallery below.
Preventing traffic accidents is at the heart of Mercedes-Benz’s commitment to safety. This is why the engineers in Sindelfingen are dedicated to advancing the development of sophisticated assistance systems which warn and assist the driver in critical driving situations and can act autonomously if there is acute danger. ABS, ESP® and BAS (Brake Assist) were the first technologies of this kind; their positive effect has since been confirmed by an analysis conducted by the Mercedes Accident Research department based on anonymous data samples from the German Federal Statistical Office.
The new or modified driver assistance systems in the E-Class Cabriolet are based on state-of-the-art radar and sensor technology. They have been developed to help reduce the number of accidents caused by being too close to the vehicle in front, drowsiness and darkness.
The driver assistance systems for the new
E-Class Cabriolet at a glance:
| ABS | Standard: ensures that the car remains steerable, even when braking. |
| ESP® | Standard: reduces the risk of skidding and stabilises the car. |
| Brake Assist (BAS) | Standard: provides full braking power within a fraction of a second in the event of an emergency stop. |
| Adaptive Highbeam Assist | Optional: this system adjusts the range of the headlamps in accordance with the distance to oncoming vehicles/vehicles travelling ahead and switches high beam on/off. |
| Adaptive brake lights | Standard: the brake lights flash to warn drivers behind more effectively if the brakes are applied in an emergency. |
| ATTENTION ASSIST | Standard: is able to recognise signs of drowsiness based on sensor signals, and warn the driver. |
| Intelligent Light System | Optional: incorporates five light functions specially configured for typical driving situations and weather conditions. |
| DISTRONIC PLUS | Optional: uses radar to help the driver maintain the desired distance between the E-Class and the vehicle in front, and can warn the driver if the gap narrows rapidly. |
| Brake Assist PLUS (part of DISTRONIC PLUS) | Optional: can use radar sensors to detect an imminent head-to-tail collision, calculate the level of braking assistance required and provide this assistance instantaneously when the brake pedal is pressed. |
| PRE-SAFE® Brake (part of DISTRONIC PLUS) | Optional: can initiate partial or emergency braking automatically if a head-to-tail crash is imminent and the driver fails to react. |
| Parking aid | Optional: ultrasonic sensors measure the length of parking spaces as the car drives past; instructions for precise parking appear on the display. |
Preventive protection measures: PRE-SAFE® now also includes AIRCAP
In the new E-Class Cabriolet, occupant protection actually begins in the phase leading up to a possible accident thanks to the Mercedes-Benz PRE-SAFE® invention, which is specified as standard for the two-door model. In the event of critical driving situations with a high risk of an accident, the system activates protective measures as a precaution, allowing the seat belts and airbags to deploy with maximum effect in the event of any subsequent collision. This early accident detection is possible because PRE-SAFE® is an intelligent synergy of active and passive safety. It is linked to Brake Assist and the Electronic Stability Program (ESP®), for example, whose sensors can detect critical driving situations and send the relevant information to the electronic control units within a matter of milliseconds. PRE-SAFE® also uses these sensor data.
Anticipatory occupant protection can be activated in the event of emergency braking or critical lateral acceleration as well as when imminent danger is detected by the sensors of the assistance systems alone. The AIRCAP® automatic draught-stop is likewise integrated into the PRE-SAFE® system. If the system detects a risk of roll-over, AIRCAP® is retracted as a precaution.
| PRE-SAFE® in situations with critical longitudinal dynamics | PRE-SAFE® in situations with critical lateral dynamics* |
| Driver and front-passenger seat belts are tensioned by means of electric motors | The front side windows are closed |
| Electrically adjustable front-passenger seat** is moved backwards or forwards into a better position from an accident standpoint whilst the cushion angle and backrest inclination are also optimised. The side bolsters of the multicontour seat are inflated** | The front wind-deflector module of the AIRCAP® system** is retracted |
*In addition to the emergency-braking measures**Optional equipment
Passive safety
First Mercedes-Benz Cabriolet with headbags
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With seven standard-fit airbags, belt tensioners and belt force limiters on all seats, as well as crash-responsive head restraints for the driver and front passenger, the new E-Class Cabriolet offers the most comprehensive array of safety features in this vehicle category. The range of airbags, which can deploy in thousandths of a second in an accident, comprises front and side airbags for the driver and front passenger, a kneebag for the driver and, for the first time in a Mercedes-Benz Cabriolet, headbags.
Whereas windowbags are used in cars with a conventional, fixed roof, mostly housed in the roof frame, the Mercedes-Benz safety specialists naturally had to employ a different airbag as well as choose a different installation position in the case of the E-Class Cabriolet. Here headbags are integrated into 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 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.
Exemplary safety combined with maximum comfort is the best way to describe the restraint systems in the E-Class Cabriolet. When front passengers get into the car and close the doors, the seat belts are extended towards them by means of belt feeders – a Mercedes-Benz hallmark – making the belts extremely easy to put on. Once the rear passengers have taken their seats and belted up, the rear head restraints are raised from their recessed rest position to the driving position automatically. If only the front seats of the Cabriolet are occupied, there is always excellent rear visibility, while any rear passengers on board benefit from the protective effect of the head restraints in the event of a crash, providing they are wearing their seat belts.
What’s more, the geometry of the front seat belts has been optimised. The belt straps no longer run horizontally but, instead, are turned 35 degrees towards the occupants’ shoulders. The advantage of this modification is that the wind pressure on the outside of the belt strap prevents annoying belt flapping when driving with the roof down. This dreaded “shoulder-knocking” effect has been reduced substantially at speeds of up to 120 km/h.
Robust roll-over bars triggered by pyrotechnic means
Further safety features for the open-top two-door model include the A-pillars reinforced by two additional tubes, the plug-in B-pillars and roll-over protection. The latter 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. If the sensors housed in the airbag control unit detect imminent danger to the occupants, 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.
Under the microscope
To be on the safe side: over three dozen different crash tests
Safety pioneer Mercedes-Benz has been conducting routine crash tests on complete vehicles since the late 1950s. Béla Barényi established systematic safety testing. The first crash tests were spectacular, with cable winches or steam rockets being used to propel the cars. Today the cars are accelerated by a hydraulic catapult.
The number of different crash tests has risen dramatically over the years because, in keeping with its holistic “Real Life Safety” approach, Mercedes-Benz does not only perform crash tests using those crash configurations that are specified for rating tests and world-wide approval. It also conducts crash tests based on the in-house accident research department’s findings, whose requirements sometimes go way beyond those of the statutory requirements. New Mercedes passenger cars therefore have to pass a total of over three dozen different crash tests. Currently, some 500 crash tests per year take place at the Mercedes safety centre in Sindelfingen, plus more than 50,000 computer-simulated tests.
One of the most demanding in-house crash tests is the roof-drop test, which Mercedes-Benz uses to check the body’s roll-over protection. The new E-Class Cabriolet also had to pass the roof-drop test with extreme load on the roof frame. Here the body is dropped onto its roof at a slight angle from a height of 50 centimetres. Consequently, the vehicle lands with its full weight on one of the two A-pillars, which is only allowed to deform slightly if the vehicle is to pass the tes
With its newly developed direct-injection diesel and petrol engines, Mercedes-Benz has taken further strides forward in its quest to reduce both fuel consumption and exhaust emissions – without compromising on agility and driving enjoyment. The line-up of powerful and extremely efficient drive units available at sales launch ranges from the E 220 CDI BlueEFFICIENCY developing 125 kW (170 hp) to the E 500 developing 285 kW (388 hp). All of the powerplants meet the requirements of the EU 5 standard, whose limits are up to 80 percent more stringent than those specified by previous standards.
The four-cylinder diesel engine in the E 250 CDI BlueEFFICIENCY model, for example, shows just how much progress has been made: with an output of 150 kW (204 hp), a peak torque of 500 Nm and a displacement of 2.2 litres, it delivers outstanding performance yet consumes only 5.6 litres of fuel per 100 kilometres (NEDC combined figure). What’s more, CO2 emissions are just 148 grams per kilometre. All of which means that the new CDI Cabriolet is more fuel-efficient than comparable models in this output category.
Diesel engines: new four-cylinder unit featuring state-of-the-art common-rail technology
As well as being economical and ecofriendly, the four-cylinder CDI engine impresses with its exceptional agility, as reflected in the performance figures: the new E 250 CDI BlueEFFICIENCY Cabriolet takes 7.8 seconds to accelerate from 0 to 100 km/h.
Like the E 220 CDI BlueEFFICIENCY unit, this engine is part of the new series of four-cylinder powerplants, which saw Mercedes-Benz introduce the fourth generation of its tried-and-trusted common-rail direct-injection system into series production. One of its hallmarks is a 400-bar increase in the maximum rail pressure, which now stands at 2000 bar.
Newly developed piezo injectors are key components in the latest CDI engine generation. They use piezoceramic properties to change their crystal structure – and therefore their thickness – in a matter of nanoseconds 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 lift from the very small lift per layer.
In contrast to the systems commonly used to date, this lift activates the nozzle needle directly, so that the fuel injection can be adjusted even more precisely in line with the current load and engine-speed situation – for example by means of precise multiple injections, which have a favourable effect on emissions, fuel consumption and combustion noise.
The new diesel engine in the E 250 CDI BlueEFFICIENCY model marks the debut of two-stage turbocharging in a series-production diesel engine for Mercedes-Benz passenger cars. The aim is to achieve a further improvement in start-up performance and peak output.
Six-cylinder CDI: increased output and fuel consumption of 7.0 litres per 100 kilometres
The V6 diesel engine for the E 350 CDI BlueEFFICIENCY is one of the most sophisticated compression-ignition units on the world market. It offers greater output, comfort and driving enjoyment than other engines thanks to the immense torque of 540 Nm alone, which is available between 1600 and 2400 rpm, ensuring outstanding agility when accelerating from rest and exemplary flexibility when accelerating in any gear: the car accelerates from 0 to 100 km/h in 6.9 seconds. The six-cylinder unit has an output of 170 kW (231 hp).
Despite the high output and torque, fuel consumption is just 7.0 litres per 100 kilometres, equivalent to 185 grams of CO2 per kilometre. The 7G-TRONIC seven-speed automatic transmission is specified as standard for the E 350 CDI BlueEFFICIENCY.
The Mercedes engineers have gone to great lengths to optimise the technology at the heart of the V6 diesel engine, reducing the compression ratio from 17.7 to 15.5, combined with an enhanced turbocharger, ceramic glow system, modified injection nozzles and optimised air ducting.
The range of diesel engines for the E-Class Cabriolet at a glance:
| E 220 CDI BlueEFFICIENCY | E 250 CDI BlueEFFICIENCY | E 350 CDI BlueEFFICIENCY | |
| Engine/cylinders | Diesel/4 in-line | Diesel/4 in-line | Diesel/V6 |
| Transmission fitted as standard | 6-speed manual | 6-speed manual | 7-speed automatic |
| Displacement | 2143 cc | 2143 cc | 2987 cc |
| Rated output | 125 kW (170 hp) | 150 kW (204 hp) | 170 kW (231 hp) |
| Rated torque | 400 Nm at 1400-2800 rpm |
500 Nm at 1600-1800 rpm |
540 Nm at 1600-2400 rpm |
| Fuel consumption* | 5.4 l/100 km | 5.6 l/100 km | 7.0 l/100 km |
| CO2 emissions** | 143 g/km | 148 g/km | 185 g/km |
| Emission standard | EU 5 | EU 5 | EU 5 |
*NEDC combined fuel consumption;** NEDC
Petrol engines: new four-cylinder unit with direct injection
CGI appears at the end of the model designation of the four- and six-cylinder petrol engines for the new E-Class Cabriolet, signifying that Mercedes-Benz uses direct petrol injection for all of these powerplants. The entry-level model is the E 200 CGI BlueEFFICIENCY developing 135 kW (184 hp), with an automatic transmission fitted as standard. This model will also be available with a 6-speed manual transmission and standard-fit ECO start/stop function from June 2010.
Compared to conventional port injection, direct fuel injection allows higher compression and, therefore, improved thermodynamic efficiency, saving motorists money at the pump: the four-cylinder direct-injection engine in the second most powerful CGI model, the E 250 CGI BlueEFFICIENCY, consumes just 7.9-8.2 litres per 100 kilometres, with an output of 150 kW (204 hp) and a peak torque of 310 Nm. Mercedes-Benz equips the Cabriolet featuring this engine with a five-speed automatic transmission as standard.
Six-cylinder engine: CGI technology with spray-guided combustion
The E 350 CGI BlueEFFICIENCY Cabriolet is powered by the world’s first petrol engine to feature spray-guided combustion. The six-cylinder powerplant develops 215 kW (292 hp) and provides a peak torque of 365 Nm from 3000 rpm.
Thanks to the state-of-the-art engine technology, fuel consumption is reduced to 8.8 litres per 100 kilometres (NEDC combined figure). The seven-speed automatic transmission comes as standard. What’s more, the highly economical and environmentally compatible CGI powerplant provides a unique driving experience: it takes the V6 Cabriolet 6.8 seconds to accelerate from 0 to 100 km/h.
Precision-modified eight-cylinder engine
The eight-cylinder unit in the E 500 Cabriolet is the flagship powerplant, providing a blend of high output and torque yield with exemplary refinement and effortlessly superior agility. The extent of the powerplant’s capability is highlighted by the performance figures for the top-of-the-range model, which is equipped with the 7G-TRONIC seven-speed automatic transmission as standard: 0 to 100 km/h in 5.3 seconds.
The key data for the E-Class Cabriolet petrol models:
| E 200 CGI BlueEFFICIENCY | E 250 CGI BlueEFFICIENCY | E 350 CGI BlueEFFICIENCY | E 500 | |
| Engine/cylinders | Petrol/4 in-line | Petrol/4 in-line | Petrol/V6 | Petrol/V8 |
| Transmission fitted as standard | 5-speed automatic | 5-speed automatic | 7-speed automatic | 7-speed automatic |
| Displacement | 1796 cc | 1796 cc | 3498 cc | 5461 cc |
| Rated output | 135 kW (184 hp) | 150 kW (204 hp) | 215 kW (292 hp) | 285 kW (388 hp) |
| Rated torque | 270 Nm at 1800-4600 rpm |
310 Nm at 2000-4300 rpm |
365 Nm at 3000-5100 rpm |
530 Nm at 2800-4800 rpm |
| Fuel consumption* | 7.9 l/100 km | 7.9 l/100 km | 8.8 l/100 km | 11.0 l/100 km |
| CO2 emissions** | 185 g/km | 185 g/km | 206 g/km | 257 g/km |
| Emission standard | EU 5 | EU 5 | EU 5 | EU 5 |
*NEDC combined fuel consumption;** NEDC