The combination of tradition and modernity embodied in the Maybach Landaulet study, makes this a truly unique vehicle of its time. The highly unusual body shape already defines the car as something quite out of the ordinary. But the unique combination of the fold-back roof at the rear and a solid roof section over the front seats also reflects the fine appreciation of tradition and values that is the hallmark of the Mercedes-Benz Cars approach.

The body of the landaulet harks back to the early days of automotive history. Just a few years after the invention of the automobile by Gottlieb Daimler and Carl Benz in 1886 – working independently of each other – both companies had large numbers of landaulets on the roads. The Mercedes-Benz brand created in 1926 took up the idea, and over the years landaulets based on a range of model were built, both in normal production plants and by prestigious bodybuilders. The last landaulet variant available as a production car was the 600 model (W 100 series) from 1965 until 1981. The company’s in-house special vehicle manufacturing workshops also built three different landaulets for the Vatican in the second half of the 20th century.

Distinctive folding top

The landaulet is one of the true aristocrats among special body designs, and indeed its origins go back to the days of the coachbuilder’s art. Its hallmark is a “rigid, closed passenger compartment with a folding convertible top,” according to the Mercedes-Benz definition. What this means in practice is a folding convertible top over the rear seats, adjacent to a rigid top or solid partition. Depending on the variant, the driver might be out in the open, or – as is usual in today’s bodies of this type – in his own compartment, after the style of a limousine.

In any event, the choice between closed or open-top travel is only available to the passengers in the rear. The qualities of the landaulet as the perfect car for public figures are most evident when the opulent roof is swung back, focusing every eye on the occupants in the rear, and converting the landaulet into a stylish and elegant platform for public appearances. This is why vehicles with this unique body design are used almost exclusively by dignitaries and VIPs. And of course the roof can always be closed again, as protection from the weather or prying glances.

Maybach Landaulet study

The Maybach Landaulet study was created in response to requests from Maybach customers who still feel the thrill of landaulet vehicles from the days of sumptuously equipped coaches driving through the streets. The car is based on the Maybach 62 S. The C-pillars and roof arches remain in place when the top is pushed back, retaining the luxury limousine’s distinctive silhouette, along with the generously-dimensioned doors, stylish interior compartment and seating arrangements.

When the roof is closed, the convertible top is stretched over the roof frame, providing a tight seal against wind and weather. On the instruction to open the passenger compartment, the driver merely has to press a control on the center console, and the structure, together with the rear window, folds gently down onto the parcel shelf, without any significant loss of stowage space. The opening and closing of the convertible top is an efficient but unhurried process, like a smoothly choreographed dance, taking around 20 seconds to complete. The luggage compartment remains easily accessible even with the roof open. And the driver can cover the retracted top with a stylish leather tarpaulin, concealing the mechanism and restoring the smooth and elegant contours of the vehicle.

Historical Maybach landaulets

In the 1930s there were landaulet versions of several Maybach luxury limousines. In line with normal practice at the time, the body fitted to the chassis could be designed according to the owner’s individual requirements. The most popular models with landaulet customers were the twelve-cylinder Maybach 12, Maybach Zeppelin DS7 and Maybach Zeppelin DS8. The combination of letters and numerals used for the Zeppelin models stood for the V12 engine (double-six, = DS) and the displacement. The Zeppelin DS7, built in 1930 and 1931, had a 150 hp (110 kW) engine with displacement of 6922 cubic centimeters, while its successor, produced from 1931 to 1939, generated 200 hp (147 kW) from a 7922 cubic centimeter engine.

Nor was the circle of Maybach landaulet aficionados restricted to statesmen and captains of industry. There were others for whom maintaining a high public profile was a business necessity, and an automobile that could put its occupants on show like jewels in a display case simply by folding the roof back was clearly ideal for the purpose. For example, in 1930 the Sembach-Krone family commissioned the Erdmann & Rossi bodybuilders’ firm to build a Zeppelin DS7, specifying a burgundy-colored landaulet body, as a management vehicle for the legendary Krone circus. This elegant car with its long folding top is now on show at the Sinsheim Auto and Technology Museum.

Also featured in the Sinsheim collection is a 1938 landaulet version of the Zeppelin DS8 with a top speed of 160 km/h. This body, with a short folding top, was made by Hermann Spohn in Ravensburg. Spohn was the regular bodybuilder for Maybach, located just twenty kilometers away in Friedrichshafen.

Origins in coach-building

The body form of the landaulet, or “half-landau” as it is sometimes known, owes much to the construction of horse-drawn coaches. The landau (or sometimes “Landauer” in German) was an open coach, probably named after the town of Landau in the Palatinate region of Germany. The passengers sat facing each other, and could be protected by two half-roof sections, pulled over them from either end of the vehicle when required. The coachman sat on a box seat, well away from the passenger compartment. The landaulet structure differed in that it only had the rear half-roof covering. And depending on the design, the driver’s compartment in front of the passenger seats could have a rigid roof, a glass top or a front windshield.

At the end of the 19th century the customary distinction in coach construction between the landau and landaulet was carried over into automotive design, with Daimler and Benz both initially making cars with landaulet and landau bodies.

Glory days of the landaulet

But events were to prove that only the landaulet had a viable future in the age of the automobile. One of the reasons was clearly that as speeds increased, passengers became more reluctant to sit with their backs to the direction of travel. The landaulet design emerged as the accepted form, and became increasingly popular with customers. But during the heyday of landaulet bodywork in the first half of the 20th century there was still no consistent or standard design.

One of the major points of difference was in the area of the driver’s seat. The box-seat of the Daimler belt-driven landaulet of 1896 for use as a taxi left the driver completely unprotected. In comparison, a 25/45 hp Benz landaulet from 1910 offered the driver a windshield and a rigid roof, but no doors or side windows. Side doors – but still no windows – were added in the 8/20 hp Benz of 1912.

Subsequent landaulet models reversed the principle of leaving the chauffeur out in the open – the driver was now protected by a windshield on all sides, as in a limousine, but the folding convertible top over the rear seats continued to offer flexibility for the passengers. This more contemporary form of the landaulet was used in luxury models such as the 15/70/100 hp Mercedes-Benz 400 Pullman landaulet from the late 1920s, and also in the landaulet taxicabs based on the Mercedes-Benz 260 D from 1936.

Landaulet as a taxicab

Al fresco motoring proved particularly attractive to taxicab customers – as indicated by the large numbers of taxicabs supplied with a landaulet body. In fact a landaulet became the world’s very first taxi when a Stuttgart-based haulage and taxicab operator, Friedrich August Greiner, ordered a Victoria landaulet with a taximeter from Daimler-Motoren-Gesellschaft (DMG) under order no. 1329. The vehicle was duly delivered in May 1897, and the world’s first motorized taxi went into service in June, once the required permit had been obtained from the police. The vehicle cost its owner the small fortune of 5530 Mark. Included in that price were the landaulet half-convertible top, two dash leather coverings, reverse gear and solid rubber tires.

In the following decades both Daimler and Benz, and from 1926 Mercedes-Benz, supplied taxis based on this distinctive body design. The 12/30 hp Benz was actually marketed from 1913 to 1914 solely as a taxicab landaulet. In this period the landaulet became just as popular with taxi passengers as with VIPs. However the design was never in high demand for private automobiles for everyday use. In his reference work entitled “The modern automobile and its maintenance and repair” and published in 1921, Max Peter wrote: “The advantages of open-top and closed-top vehicles are to some extent combined in the landaulet which can be driven as either. Because of the ability to adapt the body structure according to the season, this body design is associated above all with taxi automobiles, and probably for this reason it is less popular for private cars, notwithstanding its undeniable advantages.” This quote is taken from the section dealing mainly with taxis and private cars of the traditional kind. The “elegant landaulet”, in contrast, is classified under a separate category specifically for parade cars.

Evolution of an elite body design

The folding convertible top design as a luxury variation on the automobile was discussed by authors Ernst Misol and Hermann Klaiber in 1913 in their book entitled “What do I need to know about my car, and how should I drive it to comply with the authorities’ regulations?” Misol and Klaiber emphasized the advantages of different body styles for different purposes: “A luxury car used only in city traffic should always have a fully enclosed body, i.e. the limousine design. But for shorter journeys outside city limits, preference is to be given to the landaulet with its retractable top at the rear.”

Owners of luxury landaulet cars in the pre-World War I period included Emperor Wilhelm II. The emperor’s first vehicle of this type was a 39/75 hp Mercedes chain-driven landaulet, which he used as a traveling car. This was followed in 1911 by a 38/70 hp Mercedes landaulet for the same purpose. The emperor then chose a 28/60 hp Mercedes landaulet as a city car in 1913. And during a visit by the heir to the Romanian throne in 1913, the monarch and his guest were driven through the streets in a 26/65 hp Mercedes-Knight landaulet.

Following the end of the imperial era, in 1938 Mercedes-Benz presented Paul von Hindenburg with a 12/55 hp Mercedes-Benz 300 six-seater landaulet: Hindenburg had been elected as President of the Weimar Republic in 1925, as the successor to Friedrich Ebert.

The new MY2012 Mercedes-Benz C-Class Coupe will debut at the Geneva Motor Show on March 1 and make its way to U.S. showrooms in September. The 302-hp C350 and 201-hp C250 include the progressive technology featured on the upcoming MY2012 C-Class sedan, but packaged in a coupe design that combines pure driving fun with exemplary efficiency.

“By extending the C-Class portfolio, we are consciously targeting new customers,” says Dr. Joachim Schmidt, Head of Sales and Marketing at Mercedes-Benz Cars. “The new model is youthful, stylish and expressive. What we are offering is an exceptionally sporty way to enter the world of the Mercedes-Benz coupe.”

Dramatic design with classic coupe proportions

From the side, the new coupe captivates the onlooker with its compact proportions, low silhouette (1.5 inches flatter than the sedan) with powerful shoulders and a narrow C-pillar in a classic three-box design. Typical coupe features include the short front overhang, long hood, steeply raked windshield and long, sloping roof. The greenhouse extends far beyond the rear axle to an aggressive short rear end.

While the wedge-shaped, sloping beltline provides a link to the C-Class sedan, its strong upsweep into the C-pillar is an entirely distinctive element. This part of the beltline trim moves sharply upwards to meet the roofline trim and not only adds an aggressive touch to the side windows but also enhances the powerful shoulders.

Front and rear: truly a coupe, truly C-Class

At the front, the new coupe shares the same styling as the latest C-Class sedan and yet still has its own personality. The front view is dominated by the prominent radiator grille surround including the bumper. The center air intake opens upwards, forming a visual base for the radiator grille, which has the double-louvre style typical of a coupe. Two chrome louvers extend on either side of the central star, tapering off at the outer edges and creating an aggressive, arrow-shaped horizontal sweep which gives the front end a pronounced V-shape.

This continues into the side sections which extend from beneath the headlamps and blend into the feature lines along the vehicle’s length, thereby linking the front end with the sides. The side air intakes in the bumper featuring integrated horizontal daytime running lamps are positioned low, giving the coupe a road-hugging appearance. The shape of the clear-lens headlamps creates a dramatic impression, and acts together with the hood, radiator grille and bumper trim to reinforce the pronounced front section.

From the rear, the new C-Class Coupe looks athletically compact. The appearance of length is reduced by the flowing roof beyond the rear axle, steeply raked rear window and fluid C-pillars. A wide groove at the top of the trunk lid, which is based on the side panel, emphasizes the rear’s compactness. Positioning the tail lights as far apart as possible emphasizes width. This particular impression of depth is achieved by a centrally located LED indicator, which appears to float in front of the red upper and lower lights with their more deeply set LEDs. Continuous, horizontal light-catching contours in the bumper further accentuate the broad, deep-set effect. A diffuser towards the bottom of the rear bumper between the tailpipe trim makes the rear end look lighter and gives the vehicle a distinctively sporty and dramatic quality.

Highest quality with exclusive color accents

The instrument panel features three tube rings with a metallic finish, the new three-spoke steering wheel features a flat bottom and comes standard with shift paddles. The surfaces of the controls are finely detailed and metallic. The stepped top of the dashboard also accommodates the standard 5.8-inch central display and continues onto the front passenger side as a discreet light-catching contour. The central, trapezoidal air vents and the round vents on the outside are highlighted in detail by metallic trim. The control panel of the new center stack has silver-colored keys, while the combination of matte keys, high-gloss areas and a new controller knob design underline the high quality of the interior.

A large section of trim highlights the dashboard, extending from the center air vents across the front passenger side to the outer air vent, emphasizing the interior’s generous proportions. Aluminum trim is standard on the C250 Coupe, while the C350 Coupe features rich Burl Walnut. Unique Ash Olive Matte Wood Trim is optionally available.

The C-Class Coupe is a fully fledged four-seater featuring four sporty, comfortable seats with integrated headrests. If desired, the backrests in the rear can be folded to extend the storage area.

Enhanced telematics with more ease of operation and attractive good looks

The C-Class Coupe features the new telematics generation. Major new features include greater operating convenience, larger displays, phone book transfer, wireless Bluetooth audio streaming and a USB interface now located in the center armrest.

Integrated services include SIRIUS weather information and a special destination search via Google, as well as the option of downloading a route that has been previously configured on a PC using Google Maps and sent to the car. The optional COMAND navigation system also has a new 3D display with city views.

Driving routes covered can now be recorded and recalled later, specific personal destinations can be saved or imported via an SD card and four alternative routes can be displayed on the navigation map including an especially economical route.

Plenty of performance, low fuel consumption

There is a choice of two new direct-injection gasoline engines to power the C-Class Coupe and both models are equipped with a more fuel efficient 7-speed automatic transmission.

The V6 gasoline engine in the C350 features the efficient BlueDIRECT injection and delivers 302 hp and 273 lb-ft of torque. Average combined fuel consumption is 22 mpg (estimated). The four-cylinder gasoline engine in the C250 also features direct injection and is turbocharged, offering high performance and exemplary economy.

The engines for the C-Class Coupe:

Chassis: agile handling and a high level of comfort

The standard AGILITY CONTROL suspension complements the dynamic engines to perfection. This is based on an amplitude-dependent damping system: when driving normally with low shock absorber impulses, the damping forces are automatically reduced for a noticeable improvement in road noise and tire vibration – but without any compromise in handling safety. When shock absorber impulses increase, for example when cornering at speed or performing evasive maneuvers, the maximum damping forces are set and the car is effectively stabilized. The AGILITY CONTROL suspension is complemented by a rack-and-pinion steering system.

Precision suspension: three-link front axle, multi-link independent rear suspension

The front axle has a three-link construction with McPherson spring struts. The lower control arm consists of two separate elements which serve as torque and cross struts and are both made of aluminum. The third link in the front suspension is the tie rod which connects the transverse steering gear to the wheels. The reinforced anti-roll bar is connected to the spring strut which is likewise actively involved in directing the front wheels.

With multi-link independent rear suspension, the wheel is attached to five flexibly mounted, independently acting control arms which restrict five of the available spatial movements: thanks to this intelligent control arm construction each rear wheel basically retains freedom of movement in one plane only, namely during controlled compression and rebound.

Driver assistance systems provide warnings and intervene

With nine airbags as standard, belt tensioners and belt-force limiters for all seats, the C-Class Coupe has extensive safety features. The airbags, which can deploy in milliseconds in the event of an accident, include front, side and pelvic airbags for the driver and front passenger, a kneebag on the driver’s side, and headbags. The side protection system – comprising headbag and thoraxbag – optimizes the level of protection afforded to individual parts of the body.

With a number of driving assistance systems ranging from standard ATTENTION ASSIST drowsiness detection to optional Lane Keeping Assist, the coupe provides a comprehensive level of driver support and protection. The assistance systems are based on the latest radar, camera and sensor technology, and cover frequent accident causes such as distraction, fatigue and darkness.

Assistance systems at a glance:

• Anti-lock braking system ABS
• Adaptive Highbeam Assist
• Lane Keeping Assist
• Blind Spot Assist
• ATTENTION ASSIST
• Electronic Stability Program ESP®
• Bi-Xenon headlights with active curve illumination
• PARKTRONIC with Parking Guidance

2012 Mercedes-Benz C-Class Coupe Technical Data

Stuttgart’s Maybach Manufaktur automotive hand-finishing section is exploring radical new avenues for the urban mobility of the future. As seen at the the Los Angeles Design Challenge with the electrically powered luxury rickshaw. The Maybach DRS – “Den-Riki-Sha” (electrically driven rickshaw) – blends the very latest automotive technology, luxurious comfort, and the highest safety levels with the needs of an environmentally aware world and the traditional values of the classic “Jin-Riki-Sha” (human-powered rickshaw). The futuristic four-seater is created through metamorphosis from a DNA cocoon, making it the world’s first naturally manufactured vehicle. The rickshaw was developed by the designers at the Mercedes-Benz Advanced Design Studios in Tokyo.

The challenge set before designers at Maybach was to draw a complete vision of a car that weighs 1,000 pounds (around 454 kilogrammes) (kerb weight). The remit was to create a four-seater small car that was safe and comfortable, offering good handling and first-class design. “This was a major challenge – in particular for a brand such as Maybach, whose luxury has thus far manifested itself not least in the vehicles’ size. This is why, when building the Maybach DRS, we combined the European concept of luxury with the Asian feel for optimum use of space, so we were able to create a vehicle which blends both in an intelligent manner. Thereby we have shortly undermatched the weight limit”, explained Holger Hutzenlaub, who heads the Mercedes-Benz Advanced Design Studios in Tokyo.

The amalgamation of organic intelligence and biomechanical engineering artistry

Breathtaking looks, polished luxury, and technical brilliance characterise the ambitious development of the Maybach DRS. The design is reminiscent of a butterfly’s cocoon, light and elegant as it floats between two oversized wheels. The rickshaw is made in a unique, natural production process. Through a complex and perfect metamorphosis a finished vehicle is developed from a DNA cocoon: Organic intelligence blends with advanced biomechanical engineering. The result is a futuristic combination of an ultralight structure and an unparalleled luxury exterior and interior – for a limited number of exclusive vehicles.

The vehicle frame consists of carbon fibres and organic composite materials, whilst the doors and windows are made of injection-moulded polycarbonate and the panoramic roof of flexible organic composite materials. The Maybach DRS is powered by two 20 kW electric motors which are positioned in the wheel hubs and are self-balancing. The energy required is produced by a lithium-ion battery in the tail end. An on-board computer ensures optimum control, communicating with the metropolis’s transport infrastructure, and thus guaranteeing a smooth, luxurious ride through the city. In order to increase the vehicle’s range, the human/electric hybrid also allows additional pedal force, which is produced by the driver.

Staying true to the grand Maybach tradition of luxurious mobility, the Maybach DRS – “Den-Riki-Sha” – is carrying forward this heritage, paying homage to the roads of tomorrow.

At the 2011 North American International Detroit Auto Show, Mercedes-Benz not only captures visitors’ attention with fascinating automobiles and technical innovations, but enthrals with an art object as well. Interior Design at Mercedes-Benz in Germany has created a sculpture that expresses visually that which inspires designers, and on the other hand gives space to the creative artistic process in the design of the vehicle interior. It makes an aesthetics of sustainability visible and is oriented towards the perfect forms of nature which evolved over periods spanning millions of years.

Mercedes-Benz Aesthetics No. 2 sculpture is this idea made visible. It consciously defies the shackles of the limited context of ergonomics, technical feasibility, formal constraints and, not least, the exterior of the vehicle, in order to impress the observer with its pure sensory-aesthetic appeal. In addition, the sculpture offers a preview of the clear-cut yet emotionally-appealing sculptural form language in the Mercedes-Benz interior design of the future. At the same time it is able to transport the high aesthetic, functional and sensuous aspirations characteristic of a Mercedes-Benz interior, bridging the gap between art and the aesthetics of Mercedes-Benz interior design. It compels the observer to pause for a moment, and challenges, interprets anew that which is already familiar in the vehicle interior, touching both the senses and rational reflection in doing so.

Professor Gorden Wagener, Head of Design: “At Mercedes-Benz, automobile design is artistic creation. Inspiration is the pre-condition for the calm, coherent yet passionately emotional design of our cars. In the interior sculpture Aesthetics No. 2 we have allowed creative fantasy to develop freely without constraints. We have followed Nature’s diversity & perfection; have given her friendliness an expression and a newly-interpreted space. Soft, gentle and infinitely beautiful is her manner of dealing with her resources, creating impressive aesthetics ever anew. We perceive this in every cell structure, every blossom, every living being. However, we do not simply mimic Nature, but learn instead from the intricate, all-encompassing interplay of her elements – this, too, is a hallmark of art.”

Further formal inspiration for the sculpture was suggested by sculpted natural landscapes such as deserts and canyons, but also came from architectural themes and the broad field of aeronautical construction. Thus the seating environment recalls the image of the gigantic wings of a majestic ray fish. The instrument panel produces associations with the wing and engine design of modern jets. The curves of the frame cell structure visually close upon themselves like arches of fluid metal, almost like the bloodstream system of a living organism, while the centre console recalls the skeletal structure of a vertebral column. Life itself, and not lifeless matter, stood model for the Mercedes-Benz interior sculpture. Everything is in flux, interwoven with everything else. In the words of the poet Friedrich von Schlegel (1772-1829): “Art is the nature of Nature.”

On a scale of 1.5 to 1 the sculpture measures 5.6 x 1.83 x 2.6 metres. The finely wrought frame painted in alubeam Liquid Metal is light and strong; the white seating landscapes look like ivory. The Interior Sculpture from Mercedes-Benz sets a multiple chain of associations in movement, symbolising the beauty, style , dynamism and quality of a unique brand history spanning over 125 years. As an automobile work of art Mercedes-Benz Interior Sculpture Aesthetics No. 2 also gives promises of future innovations. In its details it allows vague notions of what the interior of Mercedes-Benz vehicles might be like in the future. An artistic creative-forming process has begun. And reflections about the real future are also allowed.

At this year’s Los Angeles Design Challenge, the designers from the Mercedes-Benz Advanced Design Studios in Carlsbad, California, surprised everyone with a revolutionary vision. Taking their inspiration from nature, they designed a vehicle which is fully integrated into the ecosystem, from the moment of its creation right through to the end of its service life. The Mercedes-Benz BIOME grows in a completely organic environment from seeds sown in a nursery. Out on the road the car emits pure oxygen, and at the end of its lifespan it can be simply composted or used as building material.

“As the inventor of the motor car, we wanted to illustrate the vision of the perfect vehicle of the future, which is created and functions in complete symbiosis with nature. The Mercedes-Benz BIOME is a natural technology hybrid, and forms part of our earth’s ecosystem. It grows and thrives like the leaves on a tree” according to Hubert Lee, Head of the Mercedes-Benz Advanced Design Studios in Carlsbad. This year the competition had called for the creation of a vision of a safe and comfortable 2+2 compact car featuring good handling and a first-class design, and weighing only 1,000 lbs (around 454 kg/kerb weight).

Mercedes-Benz symbiosis – a partnership with nature

The Mercedes-Benz BIOME symbiosis vehicle is made from an ultralight material called BioFibre and tips the scales at just 875.5 lbs (around 394 kg). This material is significantly lighter than metal or plastic, yet more robust than steel. BioFibre is grown from proprietary DNA in the Mercedes-Benz nursery, where it collects energy from the sun and stores it in a liquid chemical bond called BioNectar4534. As part of this process, the vehicle is created from two seeds: The interior of the BIOME grows from the DNA in the Mercedes star on the front of the vehicle, while the exterior grows from the star on the rear. To accommodate specific customer requirements, the Mercedes star is genetically engineered in each case, and the vehicle “grows” when the genetic code is combined with the seed capsule. The wheels are grown from four separate seeds.

The Mercedes-Benz BIOME is powered by BioNectar4534, which is stored in the BioFibre material of the chassis, interior, and wheels. In addition, Mercedes-Benz has developed a technology to equip trees with special receptors which can collect the excess solar energy and turn it into BioNectar4534. This creates a direct link with nature’s energy sources and acts as an incentive to cover mobility energy requirements through more trees and at the same time maintain natural resources. Like plants, the Mercedes-Benz symbiosis vehicle also produces oxygen, thereby contributing to improving air quality. At the end of its service life, the Mercedes-Benz BIOME can be fully composted or used as building material. Thanks to the exclusive use of green technologies, the BIOME vehicle thus blends seamlessly into the ecosystem.

Los Angeles Design Challenge

The Los Angeles Design Challenge is part of the Design Los Angeles conference, taking place from 17 to 18 November 2010 as part of the Los Angeles Auto Show. The winner of the competition will be announced on 18 November 2010.

Dynamic, exclusive, self-confident and effortlessly superior – these are the very attributes embodied by the new S 63 AMG. Exterior and interior styling as well as the extensive standard-equipment package meet even the most discerning requirements. The first-class workmanship makes for a consummate feel-good atmosphere, while ensuring outstanding comfort on long journeys. A new highlight in the comprehensive range of exclusive optional equipment is the Bang & Olufsen BeoSound AMG high-end sound system.

Externally, the new S 63 AMG features a number of subtle updates. Enthusiasts will recognise the reference to the new powertrain with the “V8 Biturbo” lettering on the mudguards. Also boasting a new design are the AMG light-alloy wheels, with their unmistakable triple-spoke design, painted in titanium grey and with a high-sheen finish. They are fitted with 255/40 R 19 tyres at the front, and 275/40 R 19 tyres at the rear.

Athletic, striking, confident: the AMG styling includes the characteristic front apron with large cooling air intakes, side air outlets and also AMG-specific daytime driving lights featuring LED technology. Special side sill panels continue the vehicle’s line through to the rear, where the diffuser-look AMG rear apron painted in the same colour as the vehicle body creates an eye-catching feature. The AMG sports exhaust system with two newly designed chrome twin tailpipes makes for a further highlight.

New “AMG V8 BITURBO” greeting on start screen

After opening the driver’s door, the driver of the S 63 AMG is welcomed with the new “AMG V8 BITURBO” start screen in the AMG instrument cluster – a clear invitation to start the V8 biturbo engine straightaway. The AMG sports steering wheel with silver-coloured aluminium shift paddles, specially shaped grip area and perforated nappa leather around the steering wheel spokes, enables perfect control of the vehicle. The multifunction buttons on the left and right enable the driver to select numerous settings and call up information, for example in the AMG main menu: the activated transmission mode is displayed in the middle of the instrument cluster – the currently engaged gear and recommended upshifts are also shown in “M” mode. A new feature is the Controlled Efficiency start/stop function: a green “ECO” symbol in the AMG main menu tells the driver that it is enabled, while a yellow “ECO” symbol indicates that the “start/stop function is disabled”.

The AMG main menu also provides the driver with information about engine oil and coolant temperatures. With the RACETIMER, the driver can calculate lap times – on a private racing circuit, for instance. The RACETIMER records the time for the fastest lap, the average and maximum speeds and the lap distance. The AMG instrument cluster in the S 63 AMG comes with a 320 km/h speedometer scale. One of the most eye-catching features in the interior is the exclusive analogue clock with its “IWC Ingenieur” design in the centre console.

PASSION leather upholstery with new contrasting stitching

Standard equipment on the S 63 AMG includes 12-way electrically adjustable AMG sports seats with Memory package, Seat Comfort package with front active multicontour seats including massage and dynamic handling function, with seat heating and ventilation, PRE-SAFE® positioning function and NECK-PRO luxury head restraints. The PASSION leather upholstery boasts sporty, AMG-specific seat fluting and natural leather in the seat side bolsters, and also – as a new addition – contrasting colour stitching. This feature is to be found not only on the AMG sports seats, but also on the dashboard, the centre console, the door panelling, the rear bench seat as well as the parcel shelf.

The exclusive interior appointments on the S 63 AMG and S 65 AMG are available in three colour combinations: black/black, alpaca grey/basalt grey and cashmere beige/savanna beige. A selection of three wood trim finishes – dark eucalyptus wood, dark burr walnut with a high-sheen finish, and burr walnut with a high-sheen finish – provides ample opportunities for tailoring the vehicle to your own personal tastes.

The extensive standard specification of the S 63 AMG includes (selection):

• Adaptive brake lights
• AMG door entry sills
• AMG floor mats
• AMG sports pedal cluster
• ATTENTION ASSIST
• COMAND
• ISOFIX and automatic child seat recognition
• Tilting/sliding glass sunroof, electric, with PRE-SAFE® closure function

Optional Bang & Olufsen BeoSound AMG high-end surround sound system

As with the SLS AMG, a Bang & Olufsen BeoSound AMG high-end sound system is now also available for the S 63 AMG as an exclusive optional extra. Newly developed especially for the S-Class by AMG together with renowned Danish hi-fi specialists Bang & Olufsen, the system promises a unique listening experience. With a total output of 1200 watts, 15 loudspeakers, acoustic lens tweeters in the A and B-pillars as well as a digital sound processor (DSP), it transforms the saloon into a full-blown concert hall with perfect acoustics.

A distinguishing visual feature of the system is the four illuminated soft dome acoustic lens tweeters which are integrated into the mirror triangles and B-pillars, and which light up as soon as the sound system is switched on. Their special design, which has built-in lenses beneath a special disc, enables a broad horizontal and narrow vertical sound distribution, which helps to create the typical virtual sound stage experience for the vehicle occupants. This Acoustic Lens Technology, together with the futuristic design, was adopted from the Bang & Olufsen BeoLab 5 home loudspeakers which are taken as the absolute reference models in specialist circles. A mid-range speaker and woofer are installed in each of the front doors, and a woofer in each of the rear doors. Two sub-woofers and two surround loudspeakers are housed in a special box in the parcel shelf, and a further surround loudspeaker is also accommodated in the centre of the dashboard. Another special feature is the construction of the loudspeakers: they are integrated into enclosed housings, and as such the vehicle body is not used as a resonating cavity – and the sound is not emitted outside the vehicle. Confidential phone calls, for example, cannot therefore be overheard outside.

A specific characteristic of the Bang & Olufsen BeoSound AMG high-end sound system is the excellent quality of the materials and workmanship: the high-quality loudspeaker covers are made of aluminium and feature laser-etched Bang & Olufsen lettering.

Two amplifiers with a total power output of 1200 watts

The ultra-compact 750-watt Bang & Olufsen ICEPower® amplifer converts over 90 percent of the energy fed in into output, unlike conventional car hi-fi amplifiers which manage around 30 percent. The 450-watt DSP amplifier converts the stereo sound and the Dolby Digital 5.1 signal into surround sound, and is really the “brain” of the Bang & Olufsen BeoSound AMG high-end sound system. DSP stands for Digital Sound Processor. All functions can be operated using the COMAND APS via a special Bang & Olufsen menu.

Whether the vehicle is stationary or in motion, the Bang & Olufsen BeoSound AMG high-end sound system delivers consummate listening pleasure. The precision sound reproduction guarantees that original recordings can be heard as clearly as if they were being heard live. In other words: in acoustic terms, nothing is added, amplified or taken away. The personal taste in music of the people sitting in the vehicle is of secondary importance here, as is the source of that music The occupants of the S 63 AMG have a choice between the realistic high-end “reference” studio sound and voluminous surround sound. At the same time, the so-called “sweet spot” – described by hi-fi experts as being that point at which sound is optimally received – can be shifted from the front, via the centre to the rear.

Dynamic road noise compensation

Listening pleasure is also possible with the Bang & Olufsen BeoSound AMG high-end sound system on long journeys in the S-Class, without having a tiring effect. A significant part of the reason for this lies with the dynamic road noise compensation: a microphone built into the roof lining is constantly delivering data on the current level of interior noise. The digital sound processor analyses all the wavebands and increases the volume as required depending on the vehicle speed – and not just generally, but individually for each speaker and for the different frequencies. The reason for this is it makes a difference to the human ear whether background noise is diffuse, as it is when it comes from airflow or from the tyres; or direct, as it is, for example, from the exhaust system when the vehicle is accelerating.

The new Bang & Olufsen BeoSound AMG high-end sound system can also be combined with SPLITVIEW as well as the Rear Seat Entertainment System.

The wide range of optional extras also includes (selection):

• Ambient lighting, adjustable in three colours
• Brake Assist PLUS
• DAB – digital radio
• DISTRONIC PLUS
• Parking package (reversing camera and PARKTRONIC incl. Parking Guidance)
• Driving Assistance package
• Rear Seat Entertainment package
• KEYLESS-GO package
• Climate control for rear seats
• Refrigerated compartment in rear seat backrest
• LED Light package incl. Intelligent Light System
• Night View Assist Plus
• Navigation package incl. COMAND APS
• Panoramic sliding sunroof
• PRE-SAFE® Brake
• Tyre pressure monitoring system
• TV tuner

The smart fortwo 2010 will be launched in the fall of 2010, the new generation smart will offer a reinterpreted interior look, an upgraded exterior and even more environmentally friendly engines. The range of colors available for the exterior now include a matt finish, the tridion safety cell is now available in white and the cabrio soft top in the new colors red and blue. LED daytime driving lights and new alloy wheels offer even more opportunities for customization. Fresh fabrics and colours and a new cockpit design determine the high quality interior ambiance. The communication and entertainment systems feature cutting edge technology. The vehicles are powered by state-of-the-art petrol engines that have been further refined with the 45 and 52 kW versions emitting less than 100 g/km CO2 – a new benchmark. smart is celebrating the arrival of the new generation with a limited welcome model boasting high-class equipment.

The new generation of the innovative two-seater smart fortwo is even more attractive and environmentally friendly. Marc Langenbrinck, Managing Director smart brand says “We continue to work hard to make our smart models even better and more desirable in every respect. The new generation smart fortwo is perfect for our times. It is attractive and has style. It also boasts high quality materials, visible attention to detail, even more comfort and enhanced functionality. And don’t forget that smart drivers often have an unconventional way of thinking and look for alternatives. The new generation smart fortwo with its wide range of engines and opportunities for customisation meets their requirements.”

Fresh ideas for the exterior

A wider range of colors is available for the new generation smart fortwo for an even more striking appearance. Customers can now choose from seven exterior colors instead of the previous six – including a trendy matt finish. In addition to the new color matt light green, light blue metallic will replace the previous blue metallic. In addition, the front spoiler, side skirts and the rear apron can be painted in the body colour on request. The fuel filler cap will be painted in the same colour as the body in future.

smart is further extending the choice of colors available for the smart fortwo with the new cabrio soft top colors red and blue and the tridion safety cell available in a brilliant white. In conjunction with the white tridion safety cell the door mirror surrounds and the radiator grille are painted white. These combination possibilities and modern colour constellations give the smart fortwo a completely new face.

The optional LED daytime driving lights are a special eye-catching detail. Three new 15 inch alloy wheels also bring fresh ideas to the area of design and styling.

Harmonious interior with a fresh feel-good atmosphere

The interior of the new generation smart fortwo has been redesigned and has a fresh and spacious feel-good atmosphere. The full fabric-covered instrument panel featuring new styling and new fabric designs contribute to this.

Further equipment features underline the attention to detail. These include new dials with a contrasting dark central disc in the instrument cluster and dashboard instruments, and an optional fabric-covered folding centre armrest. A 3-spoke leather steering wheel with cruise control function and a trip computer are available as options. Furthermore, customers can opt for new ambient lighting with dimmable LEDs to create a pleasant lighting atmosphere.

The new style is complemented by a whole host of clever stowage facilities and practical details. For example, a large stowage box is available as an option for the lower section of the centre console. The optional glove compartment includes a clip function for holding notes, for example, and seat pockets on the sides of the seats that come as standard offer additional practical stowage space. The new one-hand operation of the tailgate is a further practical detail that enhances comfort.

On the pulse of the times: information, communication and entertainment

Cutting edge communication and entertainment systems are available for the new generation smart fortwo. The new audio system navigation/multimedia is a real multimedia talent with a large 16.5 cm display, integrated navigation system, Bluetooth hands-free system, USB and AUX port for external devices and an interface for controlling an iPod. The new audio system basic also has a USB and AUX port for an MP3 or CD player.

The smart drive kit for the iPhone turns the popular phone into a multimedia trip computer that is optimised for the smart fortwo in terms of function and design. It includes the smart cradle for the iPhone and the smart drive app for the iPhone developed by smart and has all the important features needed when driving a car: phone calls via hands-free system, your own extensive music collection, internet radio and a clever navigation system with a special smart touch.

The new optional surround sound system offers a superior sound experience. A multi-channel digital amplifier with power output of 8×40 Watt and a perfectly matched loudspeaker system provide impressive sound.

New BRABUS features

The most striking change for the BRABUS und BRABUS Xclusive lines is the new rim design for the Monoblock VII alloy wheels. The BRABUS double-pipe rear muffler has also been modified.

The BRABUS interior design, too, has been modified in line with the new smart fortwo interior design. The instrument cluster now also features the new dial. The cruise control function is available as a new option.

Engines with lower fuel consumption and emissions

The engines of the new generation work more efficiently than ever before. The 40 kW cdi turbodiesel is the CO2 champion with emissions of just 86 g/km. The optimised petrol engines also set new records with regard to CO2 emissions. Thanks to detailed work on the engine control unit and exhaust system both the 45 kW mhd and the 52 kW mhd consume 4.2 litres of petrol per 100 km (combined figure) – corresponding to CO2 emissions of 97 g/km (combined figure). The 62 kW version consumes 4.9 litres of fuel over 100 km (corresponding to CO2 emissions of 114 g/km). The power output of the BRABUS version has been increased from 72 kW to 75 kW. Despite this, at 119 g CO2 per 100 kilometres (combined figure) even the more powerful engine remains below the 120 gram threshold.

Limited special model “smart fortwo edition lightshine”

The smart brand is celebrating the introduction of the new generation fortwo with a limited welcome model boasting high quality equipment which continues the series of exciting special models. The smart fortwo edition lightshine is based on the passion equipment line which means that standard features include air conditioning, softouch and the bodypanel plus package. It is available in the new exterior colours matt light green or light blue metallic as a coupé and cabrio with a 52 kW mhd petrol engine, a 62 kW petrol engine or a 40kW cdi engine.

The special model boasts all the standard modifications implemented in the smart model refinement package. These include a new fabric-covered instrument panel with a new dial, new upholstery colours in design beige or design black, the fuel filler cap finished in the body colour and net pockets on the side bolsters between the seats.

Additional highlights of the special model are equipment features that are otherwise only available as options. For example, the high performance audio system navigation/multimedia including navigation and Bluetooth hands-free system, striking LED daytime driving lights and dashboard instruments.

And finally, equipment exclusive to the smart fortwo edition lightshine includes headlamp surrounds finished in the body colour, silver-grey painted 3-double-spoke 15″ alloy wheels and the “edition” logo in the mirror triangle. Contrast components in matt chrome and velour floor mats with the “edition” logo further upgrade the interior.

The additional charge for the special model smart fortwo edition lightshine on top of the basic version is €2,065 with a metallic finish and €2,220 with the new matt light green finish (German list price incl. 19% VAT).

Trendsetter for environmentally friendly urban mobility

As a trendsetter the smart fortwo has been redefining individual urban mobility for more than ten years now. It combines responsibility to the environment and high ecological standards with joie de vivre and a high fun factor. With its compact dimensions the two-seater takes up an unrivalled amount of road and parking space. It boasts state-of-the-art functionality and uses future-oriented, environmentally friendly technologies to bring its occupants to their destination comfortably and safely.

Many successes confirm that smart is on the right track with its trend-setting “smart approach” – for example with regard to design: the smart fortwo received the coveted Red dot award for outstanding design and found a place in the New York Museum of Modern Art even before it took to the streets of the USA in 2008. Or with regard to ecology: emitting just 86 grams of CO2 per kilometre, the smart cdi is the CO2 champion and smart boasts the lowest fleet consumption. Furthermore, smart is a pioneer in the sector of electric vehicles and is redefining zero-emission urban mobility. Or innovative mobility: within the framework of the “car2go” project in Ulm and now also in the Texan capital of Austin, smart fortwos can be spontaneously rented by anyone around the clock for a small fee. This new mobility concept that won the ÖkoGlobe environmental award is extremely successful and makes driving in the city as easy as using a mobile phone. Or attitude to life: with the “smart urban stages” smart is creating temporary exhibition platforms in various cities for future-oriented projects that relate to ideas for the future of urban life.

Furthermore, exceptional economy remains a defining feature of the smart fortwo. According to calculations by the ADAC, the largest German automobile club, even the first generation of the charming two-seater was the most economical car on the German market. The verdict was that no other car is cheaper to run in Germany. The car magazine “Auto, Motor und Sport” also put the trendy two-seater at the top of its table of cost-efficient cars.

More than 1.2 million smart fortwos have been delivered to customers since the first model was launched in 1998. Today, customers in 43 countries on five continents are able to enjoy the popular car. In the course of 2010 the smart fortwo will be launched in Argentina and Indonesia – bringing the number of countries to 45.

There’s just something sexy about taking a Mercedes off-road – I mean, can you really get much better than piloting a G-Class through the jungle or over a bit of mountainous terrain?  I didn’t think so.  But alas, there are still some places the G-Class can’t take you, and for those places, Iranian engineer Siyamak Rouhi Dehkordi has the answer.  He’s created a design study he’s calling the Mercedes-Benz Hexawheel Concept, and with it, he’s introducing a concept he believes will offer a much improved and much more extreme level of off-road driving.

The premise is simple:  ants (along with various other insects) benefit from an articulated design, meaning their various body sections can move independently of one another.  Compare ants to say, a tortoise, which has a fixed body and moving legs (i.e, the same design as a traditional car/SUV), and it’s clear that the ant benefits from a much greater degree of agility on various terrains than the tortoise.  Applying this concept to his design study, Dehkordi created the Mercedes Hexawheel, which utilizes a similar articulated design.  Up front, the Mercedes Hexawheel has a short, main seating compartment for up to three people, while the rear storage area is connected via a hinged, hydraulically regulated joint.  As a result, the Mercedes Hexawheel’s wheelbase length is substantially reduced, allowing the front half to navigate obstacles independently of the rear.  Also present is an all-wheel drive system providing power to each of the Hexawheel’s six wheels, and a diesel engine mated to a flexible hydraulic power transmission system.

The end result is a vehicle that can climb the most varied of terrains, while still providing an impressive amount of cargo carrying ability.  Would it work in the real world?  I’m no engineer, so I have no idea.  Either way, it’s an impressive design, and the level of detail Siyamak Rouhi Dehkordi has put into Mercedes-Benz Hexawheel Concept really is remarkable.  Check out the Mercedes-Benz Hexawheel Concept gallery below and you’ll see what I mean.  Thanks to Car Body Design for the pics.

Apprenticeship training at the company is almost as old as the automobile itself. When Carl Benz and Gottlieb Daimler invented the automobile independently of one another in 1888, they created something that was new and revolutionary. When the demand for skilled workers increased sharply at the end of the nineteenth century, however, the obvious solution was for the company to train and nurture its own young recruits.

Founded in 1890, Daimler-Motoren-Gesellschaft (DMG) in Cannstatt trained individual apprentices. Before the First World War they worked in production and in the evenings received tuition in skilled trades. Similarly, employees at Carl Benz brought their sons to the company to learn all about engines: these apprentices were assigned to the foremen of individual work groups, who were then responsible for training and educating the future workforce.

1916: Systematic training

During the First World War demand for trained workers was so intense that in 1916 both DMG in Stuttgart and Benz & Cie. in Mannheim set up their own training departments. In some cases these were specific to individual departments. In 1915, for example, DMG opened an “engine school” in Stuttgart-Wangen in 1915 to order to train technical staff in the maintenance of aeroengines.

There was a change to the systematic training of apprentices, however. Unlike previously, when apprentices underwent individual training, Daimler now set up systematic training in a dedicated apprentice workshop. Since experience and practical examples of such an approach were rare in the metal industry, the company was left to its own devices as to how best to implement the training. Initially in Stuttgart three trainers instructed approximately 60 to 70 apprentices. By 1918 the number had risen to 153 apprentices.

Over a period of four years apprentices were trained in the use of various machines and also in writing and drawing. In the final year of their apprenticeship they became acquainted with various plant departments, before sitting the final apprenticeship examination. Remuneration was graded: in the first year of the apprenticeship the rate was 6 pfennigs per hour worked, rising to 16 pfennigs in the fourth year. These sums were only fractionally higher than in 1903 – when the apprenticeship contract at Daimler-Motoren-Gesellschaft offered 6 pfennigs for every hour worked during the first year and 15 pfennigs in the fourth year of training.

“The first day of the apprenticeship was like a recruit’s first day in the barracks”, recalled one apprentice, who started his apprenticeship in Untertürkheim in 1918. “Roll call, assignment to the correct workplace and washroom, handing out of papers, a lecture on rules of conduct. Even on the first day, one or other of the new recruits would be shown the gentle art of Swabian persuasion. ” The apprentices were not treated with kid gloves. They had to work their way up from the bottom the hard way – even cleaning out the toilets from time to time. And after ten or eleven hours’ work at the plant, the young trainees would spend their evenings in the classroom learning the trades.

In the early years to be accepted for an apprenticeship at Daimler it was sufficient to have “in good health, of sound repute and with a satisfactory school leaving certificate”, as one company publication put it. But since the number of applicants continued to rise, by 1920 DMG had put in place an entrance examination. From this point on, apprentices were required to attend the Städtische Gewerbeschule Cannstatt in addition to their practical training at the plant. Since this proved overly time consuming, however, following negotiations it was decided that in-house apprentices would attend the “Daimler Department of the Gewerbeschule Cannstatt”, which was opened on plant premises. The state-qualified teachers adapted their tuition to the practical work of the plant. Apprentices now saved time and money, since they no longer had to travel to school.

In addition to obliging apprentices to remain loyal to the company throughout the apprenticeship period, the apprenticeship contract also listed a number of rules of conduct. Trainees were required to behave respectfully and with decency outside the plant, for example. They were only allowed to join associations with prior authorisation from their employer, and they were barred absolutely from attending any political events.

The term political here referred in particular to socialist groups or parties of a similar persuasion, for both the government and employers feared unrest if such ideologies were to become widespread. But this posed no significant problem among DMG apprentices: “The apprentice department emerged largely unscathed from the turmoil of the violent political conflict of the post-war years,” recalled one apprentice from the class of 1918. “Apprentices remained good friends despite differences of political opinion.”

Fined for “lying beneath the bench”

Reports and other important information about each apprentice were kept in a personal record book. But there was also a punishment book, in which misdemeanours were noted and for which apprentices were fined 20 pfennigs. Fines were imposed, for example, for offences such as “lying beneath the bench during morning break”, “unauthorised card games at lunchtime”, “smoking in the workshop”, “spending too long in the washroom”, “failure to clean the drill” and “failure to lock the clothes lockers”.

In 1925, nine years after setting up the apprentice workshop in Stuttgart, Daimler-Motoren-Gesellschaft expanded its apprenticeship department with a three-tier vocational school contained within plant premises. On average, this school trained 200 apprentices over four years of apprenticeship. One exception to this were the years 1927 to 1930, when the global depression reduced the annual number of new admissions to 25 or 30 trainees. In 1928 no fewer than 588 apprentices were trained at Daimler-Benz AG, as the company now called itself following the merger between Benz & Cie. and DMG in 1926. This represented 4.8 percent of the entire workforce.

Benz & Cie.: Learning by copying

From March 1916, Benz & Cie. in Mannheim also had an in-house apprentice department equipped with fulltime staff. When wartime production forced the introduction of series production on assembly lines, plant management was led to the view that apprentices were no longer receiving adequate training in basic skills. At this time Benz employed around 80 apprentices, each learning their craft in part by replicating the construction of older vehicles – a training principle that was still in use 50 years later, as confirmed by the head of the Mannheim training department during celebrations to mark the 50th anniversary of the apprentice department in 1966.

Like the rest of the workforce, apprentices at Benz worked a 52-hour week. On two half-days they attended the trade school. During the first year of their apprenticeship they received wages of 4 pfennigs an hour, in the third year 10 pfennigs. During the first 50 years of its existence, the apprentice department in Mannheim trained 2,790 apprentices; of these, almost half (1,246) were still employed by the company in 1966 – nine from the very first class of 1916.

National Socialism: “Education for personal output”

When the National Socialists came to power, apprenticeship training had to be adapted to a new set of guidelines. Along with the trainers from other companies, instructors employed by the automotive manufacturer were brought into line at training camps organised by the German Labour Front (DAF), the trade union for employers and employees founded in 1933.

In addition to the teaching goal of disseminating National Socialist ideology, the educational principles also attached importance to such concepts as “punctuality and thrift, comradeship and personal output”. “The first day of work for new comrades has a ceremonial aspect,” stated the brochure Unser Nachwuchs (“Our future workforce”), published in 1941. “In the presence of all instructors and current apprentices, each new entrant commits himself to allegiance to the plant with a handshake and is formally presented with the Mercedes star as an outward symbol of this allegiance.”

Each apprentice was required to keep a plant logbook, in which he noted the weekly Nazi slogans and the jobs he had been assigned each week. At regular intervals the apprentices were required to produce pieces of work as part of vocational tests in order to demonstrate the progress they had made. One of these tests involved participation in the “Reichsberufswettbewerb” (Reich Vocational Competition), in which apprentices were asked their opinions on ideological issues and demonstrated mastery of the various skills they had been taught.

Another element of vocational training in those days involved gymnastics, swimming and open-air games. These were often accompanied by the Untertürkheim Apprentice Orchestra, thus helping to promote “friendship, education, good spirits and entertainment.” The National Socialists believed these exercises not only developed physical toughness but also prepared youngsters for future military service. Such activities were carried out not just at Untertürkheim; apprentices at the plants in Mannheim, Gaggenau, Sindelfingen and Marienfelde underwent almost identical training.

The individual Daimler-Benz plants were commended on numerous occasions for their exemplary apprentice training in line with Nazi standards. For example, in April 1937 the DAF awarded the Untertürkheim plant the Badge of Merit for Exemplary Vocational Training in recognition of its “development of trainees who were not only skilled but also models of national, socialist and human principles.”

Apprentices help with reconstruction

Reconstruction and the restart of passenger car and commercial vehicle production were the most immediate priorities for Daimler-Benz AG after the end of the Second World War. But the automotive manufacturer also soon began training apprentices again. Nevertheless, it would be a long time before the apprenticeship system recovered fully from the effects of the Second World War. In 1946, for example, only two instructors were available to teach 330 students in eleven vocational classes, since many teachers had been suspended from duties or imprisoned, according to records kept by the Technisches Schulzentrum for the Gottlieb-Daimler-Schulen in Sindelfingen, responsible for apprentices at the Sindelfingen plant.

The new apprentice workshop in Untertürkheim was completed in 1949. As before the war, vocational training took place partly on plant premises, partly at the Wilhelm-Maybach-Schule in Bad Cannstatt. Commercial apprentices were trained at the administrative headquarters in Untertürkheim. The figures made for positive reading: by 1966 the automotive manufacturer had 1,600 apprentices at its training facility. Moreover, since 1954 there had also been intake from abroad – so that by the 50th anniversary of the apprentice workshop in 1966 roughly 10 percent of all apprentices came from countries other than Germany.

From the mid 1960s Daimler-Benz began developing new training methods in Untertürkheim that also attracted critical interest from outside the company. From 1965 to 1969, for example, pilot schemes were carried out for graduated training for skilled fitters. Here, the three-year apprenticeship was divided into a common basic training phase, a general professional training phase and finally specialist training in a chosen trade. This graduated approach proved effective and was retained.

“What Daimler-Benz does for its apprentices is also recognised well beyond our national borders,” wrote the newspaper Stuttgarter Nachrichten on the occasion of the apprentice workshop’s 50th anniversary on 4 July 1966. “For example, for the last year it has featured a graduated scheme designed to ensure a differentiated, systematic and contemporary approach to vocational training. The first year allows apprentices to decide their professional and educational course and is concluded with a preliminary examination. The second stage trains apprentices as production fitters. Stages three and four take training to an advanced level. This phase involves the professional examination before the Chamber of Industry and Commerce.” The idea behind this graduated training was that each apprentice should receive “training that is tailored in terms of theory and practice to his ability and nature.”

In addition to skilled training, the automotive manufacturer attached importance to the social competence of its apprentices in the post-war period. So from 1956 participation in a two-week socio-pedagogical seminar at the Lämmerbuckel training facility was made obligatory. “Twice a year the apprentices underwent behaviour and personality analysis. The curriculum also embraced appropriate conduct, early morning exercise and general educational skills,” it was stated in a press release.

The plot of land for the training centre that Daimler constructed on the Lämmerbuckel hill immediately after the Second World War dates back to pre-war years. Work on building the two-lane “Lämmerbuckeltunnel” beneath the Wiesensteig on the Swabian Alb was started in autumn 1937; the carriageway was completed in 1942. Shortly afterwards, however, iron gates were mounted at its entrances when the tunnel was converted into an armaments factory for superchargers and aeroengines. The location was ideal, since the factory was virtually invisible from the air and safe from bombardment. A heating facility for production as well as living quarters were constructed above the tunnel. After the Second World War, Daimler-Benz systematically converted Haus Lämmerbuckel into an education and training centre.

In 1968 – by which time Daimler Benz had a total of 3,750 apprentices at company headquarters, eight plants and 34 sales and service outlets throughout the Federal Republic of Germany – Haus Lautenbach was added as a further training facility dedicated to the social education of Daimler-Benz-trainees.

One of the methods employed by Daimler-Benz in the late 1960s to recruit commercial apprentices for training was a project entitled the “virtual company”. For half a day each week young commercial trainees, under the supervision of the relevant instructor, managed a company that existed only on paper. In this way the automotive manufacturer aimed to highlight “the operational context and basic workflows,” giving apprentices the specialist training they needed on the way to becoming future experts.

1970: A new training centre

A new training centre was opened in Untertürkheim in September 1970, and further expanded in 1977/78. In addition to a new apprentice workshop, it included a teaching building, a sports hall, a cafeteria and canteen. The new training facility also accommodated an extension to the Wilhelm-Maybach-Berufsschule, in which apprentices were schooled in the metalworking trades. In the evenings the rooms were used for advanced training and further education events for adults. In 1970 Daimler-Benz trained approximately 4,500 technical and commercial apprentices.

In the 1970s Daimler-Benz also trialled new approaches with a view to further improving apprenticeship training. For example, it took part in the “pilot scheme for first-year vocational basic education in the field of metalworking”. This preliminary year involved a broad-based general training before subsequently leading to job-specific skilled training. Furthermore, for people with learning difficulties and youngsters without a school leaving certificate, in 1975 the company began offering metalwork training courses in Untertürkheim which included the possibility of a conventional apprenticeship. In 1976 this opportunity was taken up by 94 young people. In addition, the manufacturer invested in the Berufskolleg Baden-Württemberg, which established a dual vocational training course for intermediate secondary school leavers. 70 Daimler-Benz trainees took part in 1978.

Training knows no limits

In the 1970s the automotive manufacturer also set itself the goal of improving integration of foreign apprentices in Germany and of doing all it could to promote the German language among trainees with just a limited knowledge. But the traditional German company also played a committed role in the education of young people outside its borders. In 1970, for example, new training centres were set up at general distributors in Iran and the Philippines.

“We have continued and expanded the systematic vocational training of young skilled workers for our foreign general distributors through internship training programmes at our domestic plants and the development of new training facilities abroad,” explained the Board of Management in the annual report of 1974. “A training facility with a training manager from Daimler-Benz AG was opened in Ghana in 1974, for example. Other projects of this type are ready to be implemented.”

The annual report for 1977 picked up the theme again: “Our training work abroad has been further intensified. In developing countries alone, many of which do not yet have systematic vocational training, 1,974 young people received training in 17 training centres.”

Education policy à la Daimler: the “Stuttgart Model”

By the late 1960s and early 1970s the political mood in Germany was one of new educational horizons. Schools providing a general education were rapidly expanded and new schools were built. With education to be made accessible to all, there was a concomitant rise in the number of those staying on at school and those permitted to continue their education to university level. While universities faced the challenge of meeting the training needs of young people, employers feared a skills gap.

So in 1971 Daimler-Benz delivered a proposal to the Ministry of Culture for the State of Baden-Württemberg to increase the attractiveness of training for high-school leavers by means of a kind of university course system. During that year talks were also held on this topic with the Stuttgart-based companies Robert Bosch GmbH and Standard Elektrik Lorenz AG. In cooperation with the Württembergischen Verwaltungs- und Wirtschaftsakademie in Stuttgart and the Chamber of Industry and Commerce for the Mittlerer Neckar region, these three companies developed a new educational initiative for high-school leavers that was officially launched on 15 July 1972 – the “Stuttgart Model”.

Just why the Group saw a fundamental responsibility to help structure the education system was an issue set out clearly by Hanns Martin Schleyer, the member of the Board of Management with responsibility for human resources, at a press conference on the topic of “new approaches to educational work” in 1973: “This is not about holding on to a training system – simply because that is what has been done for decades – or otherwise giving up. It is about making an effective pedagogical contribution to improving vocational education. And in the first instance our educational field is business as a place of learning. A place of learning that is defined by its immediate relationship to practical work, that is defined by its close relationship to competition, to new processes in production and organisation. Learning is a function of operational routine. It is about coming face-to-face with concrete responsibility and the social environment of the manufacturing process.”

The Universities of Cooperative Education opened their doors in Stuttgart und Mannheim on 1 October 1974 to a total of 164 students and 51 training centres in the fields of commerce and engineering; the final qualification offered in each case was a Diploma (BA). By 1981 there were further Universities of Cooperative Education in Villingen-Schwenningen, Heidenheim an der Brenz, Ravensburg, Karlsruhe, Mosbach and Lörrach. The “Law on Universities of Cooperative Education in the State of Baden-Württemberg”, which was passed by the State Parliament in April 1982 and which came into force on 26 May 1982, ended the pilot phase of this innovative training and study model. Since then they have been a regular part of the state’s educational institutions, with a total of 3,768 students in 1982. Today there are around 21,000 students studying at the eight Universities of Cooperative Education in Baden-Württemberg; these are based at eleven different locations and cooperate with around 7,500 businesses.

Daimler – a family tradition

Expansion of the apprentice workshop in 1979 meant there were now facilities to train 1,056 trade apprentices. Statistically, this was equivalent to 5.2 apprentices per 100 employees out of a total workforce of 20,000 in Untertürkheim. Moreover, 45 percent of all trainees taken on in 1979 were the offspring of plant employees: “We can be proud of the fact that we have plant employees working here who already represent the fourth generation,” said a delighted Hans-Wolfgang Hirschbrunn, highlighting what he saw as the continuity and trust of employees during a speech to mark the expansion of the training centre. “In concrete terms, this means we now have apprentices whose great-grandfathers also worked at Daimler.”

Moreover, he was “pleased to be able to announce, that 60 to 70 percent of all apprentices stayed with the company in the long term – as skilled workers, clerical staff and as managers. Two have even become members of our own Board of Management.”

The numbers of trainees was going up not only in Untertürkheim, however. In Germany as a whole there had been a rise of 50 percent in under three years. Around 2,500 young people started a commercial or trade apprenticeship at one of the plants or sales and service outlets operated by the Stuttgart company in 1979. That brought the total number of trainees to approximately 7,000. The numbers also rose significantly at individual plants. At the Bremen plant in 1971, for example, there were 116 trainees, by 1984 the figure was 462. In its report for 1964, the Wörth plant gave the number of trainees, interns and final-year students as 20, then 211 in 1970 and 396 in 1980.

From the mid 1980s, following the multiple acquisitions of companies such as MTU Motoren- und Turbinen-Union, Dornier, AEG and Messerschmitt-Bölkow-Blohm, Daimler-Benz became Germany’s largest industrial Group. Accordingly, the number of trainees throughout the Group rose abruptly: “Over 4,000 young people started their vocational training at the Daimler-Benz Group in the last few days,” wrote the Frankfurter Allgemeine Zeitung in September 1990. “According to figures supplied by the Group’s administration department, that brings to more than 13,000 the number of apprentices employed by Mercedes, AEG and Deutsche Aerospace; when apprentices working abroad and interns are taken into account, that figure rises to over 17,000 young people. As in previous years 75 percent of boys and girls started vocational training in one of the skilled trades. The others opted for a commercial apprenticeship. Once again in 1990, the large majority of trainees – over 80 percent – were young men, confirmed the Daimler-Benz administration department.”

Nevertheless, by the late 1980s Mercedes-Benz was viewing dwindling applicant numbers with concern – long before the consequences of demographic transformation resulting from the introduction of the contraceptive pill became a topic for public discussion. For from the 1970s this led to an abrupt decline in birthrates: “The training place market in the Federal Republic of Germany has been characterised in recent years by the baby-boom generation. Demand for training places has been exceptionally high, with the number of applicants rising twofold in just a few years by 1985,” stated an information brochure on vocational training at Mercedes-Benz in 1990.

It went on: “Demand is now in serious decline and in 1995 will reach only 50 percent of the figure for 1985. We have also been concerned for some years now about the structure of applications. A steady two thirds of these are for commercial professions. However, current demand for commercial trainees represents roughly only one fifth of all places available. Consequently, the proportion of applicants to places for commercial apprenticeships is around 1:30; for trade apprenticeships the ratio is just 1:4. We must take steps to further improve human resources marketing – particularly for apprenticeships in the skilled trades – and interest a greater number of school leavers in our company’s training programmes.”

Apprentice training reached a milestone in 2004 with the opening in Esslingen-Brühl of a central technical training centre by the then DaimlerChrysler AG. It was part of the nearby Untertürkheim plant and had capacity for around 1,100 trainees, predominantly in the disciplines of production mechanics, industrial mechanics, mechatronics and motor vehicle mechatronics.

Minor differences no obstacle

Traditionally job titles have been associated with specific genders in Germany. For example, in a promotional brochure for training year 1969, alongside advertisements for “technical draftsmen and women” as well as “detail draftswomen”, the only apprenticeship offered explicitly to girls was for a “shorthand office clerk”.

In the 1970s, however, the New Women’s Movement placed previous gender models under scrutiny and in its 1978 publication Können hat Zukunft (“Ability has a future”) Daimler-Benz devoted a chapter to the new generation of female workers: “Qualified girls are in demand – more so now than ever,” ran the company advertisement for female trainees seeking jobs in industrial and office management, as shorthand office clerks, technical draftswomen, graduates in business management (BA) or in certain sales and service outlets as wholesale and export merchants. “But that was not the end of the story. A growing number of girls were also becoming qualified experts in the technical and skilled trades, realising that traditional role allocation by gender was often no longer tenable. So in some of our plants we opened professional metalworking routes for girls, for example as machine fitters or tool and die makers.”

In a press release of 1979, Richard Osswald, the Daimler-Benz Board of Management member responsible for human resources, confirmed that the Group would be investing greater interest in girls. He was quoted as saying: “Of all girls aged between 15 and 18 in Germany, only around 30 percent are in industrial vocational training.” He turned away from “the prejudice of typically male vocations. Daimler-Benz had already been offering girls training in the skilled trades for some time. The experience gained by the Stuttgart automotive manufacturer had been positive in every respect and proved the value of continuing these efforts.”

In the annual report of 1980, in a chapter entitled Training and Further Training, the Daimler-Benz Board of Management explained just why it was so important to invest in female recruitment. “For socio-political reasons, but also in view of the falling numbers of school graduates, we are increasingly addressing new applicant groups in order to secure our supply of junior staff. This includes, for example, an increased number of apprenticeships for girls in technical disciplines.”

Since the launch of Girls Day in Germany in 2001, Daimler has also taken part in the official “Mädchen-Zukunftstag”, aimed at introducing school-age girls to apprenticeships in technical and technology-related jobs. And with considerable success, as one participant from the class of 2008 described, who since September 2009 has been one of two new toolmakers in the first year of training at the Mercedes-Benz Gaggenau plant: “Gradually we are seeing an increasing number of young women here in the technical apprenticeships – and that’s good news. I haven’t regretted my choice for a single day. I often have to explain to my friends what I’m learning here – but they’re interested in what I do too!”

Moreover, the fact that girls are keen to tackle previously male-dominated jobs at Daimler-Benz is not limited solely to Germany. Mercedes-Benz Turkey, for example, is also cooperating with the Turkish organisation CYDD: “The prize-winning training programme “Each girl is a star” is primarily intended to encourage financially disadvantaged young women to find employment in occupations traditionally dominated by men. 850 Turkish women between the ages of 15 and 18 have meanwhile passed through this programme,” stated Daimler’s annual report of 2009.

Shaping a common future

Today Daimler AG offers training in 22 technical and 14 commercial disciplines. The consequences of the sudden drop in the birthrate that came with the introduction of the contraceptive pill are immense: “Demographic transformation presents a challenge to the company,” wrote the Board of Management in its 2009 annu al report. “We have been analysing the effects of demographic developments on workforce capacity and workforce aging at several Group sites, and we have simulated and compared future workforce and capacity requirements. This has enabled us to identify how the workforce will develop over the medium term. We have also been able to evaluate the capacity requirements resulting from this development in terms of the number of employees we will need, the qualifications they must have and an appropriate age structure. We are using these findings to determine which professions should be included in our training portfolio and which policies we need to adopt in relation to continuing education, occupational retraining and recruitment practices.”

The Board of Management also made it clear that in-house training was a top priority. “We view training and further training as indispensable elements to ensure our company’s long-term business success. At the end of 2009, the Group had 9,151 trainees worldwide. In Germany, we took on 2,341 new trainees in the year under review. Trainees who perform well subsequently receive fair job offers; Daimler hired 89% of its trainees in 2009.”

The EC145 Mercedes-Benz Style is the first product in the new Mercedes-Benz Style range. Eurocopter and Mercedes-Benz will be jointly unveiling this luxury model for business and private travel on May 4, 2010 at the European Business Aviation Convention & Exhibition 2010 in Geneva. The EC145 is equipped with comfortable seats made of exclusive materials coupled with sumptuous wood for the floors and ceiling. The interior of the special edition EC145Mercedes-Benz Style helicopter by Eurocopter, a subsidiary of the European Aeronautic Defence and Space Company (EADS), has all the style and luxury one would expect from a Mercedes-Benz car. The interior space has been styled by Mercedes-Benz designers.

Professor h.c. Gorden Wagener, head of design at Mercedes-Benz:

“Eurocopter and Mercedes-Benz are a perfect match. Both are renowned for groundbreaking innovation and trend-setting products. We are delighted to join Eurocopter in unveiling the first product of our new division “Mercedes-Benz Style”. The interior of the EC145 Mercedes-Benz Style, conceived in a styling project led by the Mercedes-Benz Advanced Design Studio in Como, Italy, bears all the hallmarks and passion of Mercedes-Benz style.

The seat upholstery in the cockpit and cabin is available in deluxe materials and a range of colours. A choice of elegant woods can provide luxury underfoot. This overall impression of elegance and style is complemented by a stylish arrangement of wood panels for the ceilings. Ambient lighting borrowed from the E- and S-Class cars can be adjusted and dimmed in various colours.

Multi-functional and fully configurable

But the EC145 Mercedes-Benz Style is not just luxurious; it’s also spacious and extremely flexible. It is the only helicopter in its class that can seat up to eight passengers. For the cabin layout, Mercedes-Benz opted for a modular approach inspired by its new R-Class range. All seats are mounted on rails and can be quickly and easily reconfigured or removed to make room for luggage. There are also three multi-function boxes with features such as a cool box, cup holder, table, 15-inch monitor and DVD player. The interior offers supreme flexibility for both business and private travel: in the partition wall which separates the cockpit from the cabin, extra storage space is provided by drawers.

Mercedes-Benz has made multi-purpose storage a feature of the tail as well. Whether it’s golf clubs for a day on the links with business partners or bikes and surfboards for a family holiday, the high-capacity luggage compartment has numerous attachment points on the floor and walls.

The partition between the cabin and the cockpit has fully retractable windows. Just like the R-Class car that inspired it, the Eurocopter EC145 Mercedes-Benz Style is the most versatile and spacious model in its class.

“Eurocopter’s cooperation with Mercedes-Benz brings together the world’s leading producer of corporate and business helicopters with the automobile manufacturer that sets global standards for luxury and style,” said Olivier Lambert, Eurocopter’s Senior Vice President for Sales and Customer Relations. “By combining the expertise of both companies, we are uniting creativity, performance and precision engineering to giving the EC145 Mercedes-Benz Style its exceptional character and unmistakable personality.”

The designers at Mercedes-Benz will be styling other products in the future, in addition to creating beautiful and classic automotive designs. The portfolio of the newly established “Mercedes-Benz Style” division will comprise not only of transport-related products, but also furniture and lifestyle products as well as industrial design.

“Our unique design expertise is appreciated throughout the world. We have therefore decided to establish the Mercedes-Benz specific styling outside the automotive field too – and so far we have met with a very positive response from a great number of manufacturers in a variety of sectors”, explains Professor h.c. Gorden Wagener, Head of Design at Mercedes-Benz. Currently the Mercedes-Benz designers are working on styling the exclusive interior appointments of a helicopter, and also the spectacular exterior design of a luxury yacht. The helicopter will be presented as the first product at the European Business Aviation Convention & Exhibition 2010 (EBACE) in Geneva on May 4, 2010.

“Mercedes-Benz Style” undertakes both commissioned work, for which the rights to the styling service are sold to the product manufacturer, and also the allocation of design licences – in which case a product manufacturer will be granted the right to use the styling, but all rights to the styling remain with Mercedes-Benz. In both alternatives it is upon the manufacturer’s discretion whether to label its product with the designation “Mercedes-Benz Style”.”Whether we are dealing with commissioned work or will grant licenses, basically the same principle applies: the product and the manufacturer must both match our premium standards and represent innovation, as well as trend-setting, enduring style”, explains Gorden Wagener. Just as in the automotive field, the designers place great value on brand-typical, passionate styling for “Mercedes-Benz Style”.

The Mercedes-Benz design division has its headquarters in Sindelfingen, Germany, where a modern design building was completed in 1998 in the vicinity of the Mercedes-Benz Technology Center. In addition there are also four international Advanced Design Studios, located in Italy, Japan, China and the USA. Around 400 members of staff from approximately 20 different nations are employed to undertake a number of different roles relating to the future of design at Mercedes-Benz, and they also provide a wide variety of cultural input into aspects of the design phase. The different cultures help to ensure a diversity of style, which is necessary in order to recognise where automotive design trends are heading years in advance, and also how customer requirements may develop.

Interview with Professor h.c. Gorden Wagener, Head of Design at Mercedes-Benz, about the background and objectives of “Mercedes-Benz Style”.

Mr Wagener, with the launch of “Mercedes-Benz Style” you are breaking new ground, venturing away from pure automotive design into the styling of other products, such as furniture, aircraft and boats. What has prompted you to take this step?

With “Mercedes-Benz Style” we are in no way entering into new territory. In the past, our design team has already styled such products as watches and interiors, as well as numerous products for Mercedes-Benz Accessories. Mercedes-Benz design stands for innovation, and trend-setting, enduring style. We know that manufacturers outside of the automotive field are also interested in this expertise. Also we are determined to establish our specific styling in its uniqueness as a brand in other product areas – either by selling a new design or by granting a license. At the same time this field of activity will in turn have its own inspirational effect by helping to extend the creative spectrum of our own designers. “Mercedes-Benz Style” therefore represents a logical progression of our area of responsibility.

Do you and your designers have the expertise to make a successful move outside the field of automotive design?

Automotive design is undoubtedly one of the supreme disciplines of industrial design. Almost no other product is as complex and combines so many different disciplines to create a look and feel for the product. Our design division has all of the necessary expertise in more than ample measure, and has benefited from such skills for many years. We have fashion and textile designers, product designers and typographers all working together for us. And don’t forget that alongside “classic” interior and exterior design, we also count colour and trim, industrial/interface design and even graphic design among our responsibilities. On top of this there is also our unique international positioning. We have five Advanced Design Studios on three continents. Our workshops and computer aided design (CAD) departments are also able to provide all manner of realisation options – from sketches and project management right through to the production of full-scale models.

How big is the “Mercedes-Benz Style” team? Are these designers now working exclusively on other products instead of cars?

Our structure enables us to work in a flexible manner and to put together a specific project team for each customer and partner which is the best possible match for styling their product. In addition to a fixed core team, the entire creative potential of our department will be available for the respective styling job. It is precisely this open design culture, in which each designer works without being limited by boundaries, which accounts for our quality. Of course Mercedes-Benz vehicles will also continue to be the main area of activity of our department in the future.

What are your plans in detail? What actual products have you already designed?

We are already involved in concrete projects with several premium manufacturers in a variety of sectors. This has resulted in the creation of some exciting products in the industrial design field as well as in the transport sector. One of the first products, a helicopter, for which we worked on the interior, will be presented at the European Business Aviation Convention & Exhibition (EBACE 2010) in Geneva on May 4, 2010.

In which product areas or sectors do you intend to be actively involved? Is there anything you would not style?

In accordance with the original meaning of our trademark the “Three-Pointed Star” – mobility on land, on water and in the air – it is possible that the portfolio of “Mercedes-Benz Style” will include the styling of boats, aircrafts, helicopters and other transport products. Other products, such as furniture, and industrial as well as lifestyle products, will complement our area of activity. The deciding factor is that both the product and the manufacturer match our exclusive design and brand standards.

Do you intend to style all of the products on your own initiative or will you work with well-known partners?

Basically our service portfolio comprises an entire range of expertise from styling outline through to model creation. In individual cases, however, cooperation with creative people in other disciplines, such as architects or fashion designers, can be very inspiring. But the aim is still to achieve a high-quality end product.

How do you choose partners? What criteria do you stipulate for this?

Our business partners have to go with our own high standards in terms of design, innovation and quality. As part of this, we are just as interested in aspiring, innovative, young companies as we are in successful, established manufacturers. We believe in quality not quantity!

What is your sales strategy?

Our sales strategy is oriented not only towards the relevant business partner but also towards the product. There can be no standard solution.

Mercedes-Benz already has a comprehensive range of accessories which are sold through Mercedes-Benz Accessories GmbH. How does this differ from “Mercedes-Benz Style”?

Mercedes-Benz Accessories GmbH is already one of our customers for product design, and in a manner of speaking is a customer within our own “family”.

Mercedes-Benz car design has a long tradition comprising a multitude of pioneering icons. Where do you see “Mercedes-Benz Style” in five years’ time?

We will progress one step at a time, create the look and feel of a range of products each year and launch them on the market together with our respective partners. As always, however, car design will remain our core business.

What will “Mercedes-Benz Style” contribute to the Mercedes-Benz brand itself? Do you expect there to be some influence on your core business, namely vehicle design?

Design creates connections across disciplines and sectors. Styling something is a creative process which comes to life as a result of new impulses. Our work under the “Mercedes-Benz Style” label will also represent an inspiration for our automotive design work – and of course vice-versa.

It’s the weekend and Mercedes news is running a bit slow, so we decided to take a look back at a random subject, which in this case happens to be the current C-Class sedan’s design.  We’ve got photos and a video highlighting the C-Class’ complete evolution, from its humble beginnings as a mere artist’s sketch all the way through its final, completed design.  It’s not new, but it’s still interesting nonetheless.  You can view the W204 C-Class design video and pictures in their entirety below.  Enjoy ladies and gentlemen.

Daimler and BASF Coatings have joined forces to develop the Alubeam paint that lends a special fascination to the F 800 Style by Mercedes Benz. BASF’s Liquid Metal basecoat immerses the car in a radiant deep gloss, making it look as if it were made of chrome rather than painted. The research vehicle’s latest appearance was at the Geneva Motor Show.

The F 800 Style’s appearance was a key factor in the sensation. The new coating gleams like liquid metal. Alubeam stretches around the body like a metallic skin, lending the F 800 Style coated in gray metallic a highly dynamic note. The successful integration of a special-effect pigment into a waterborne paint system is the key to the unique metallic look. This makes the system environmentally friendly, complying with all environmental legislation.

Like a metallic skin

Liquid Metal paintsuse aluminum flakes as effect pigments. For the latest generation of Liquid Metal paints, BASF uses so-called PVDA pigments (physical vapor deposited aluminum). As a result, the paint has a more uniform appearance and seems to stretch across the car’s body like a metallic skin, emphasizing the important lines and contours of the vehicle design more significantly. The surfaces can reflect the light with greater intensity and are given additional gloss. The resulting metallic look has an intensity that could not previously be achieved with conventional metallic paints.

BASF Coatings’ Liquid Metal is available today as an environmentally friendly waterborne basecoat and complies with the required specifications for adhesion and weathering. Add-on parts can be painted in the color of the vehicle, too.

Since 2002 Maybach has been defining new standards in the top league of high-end luxury saloons, whilst at the same time continuing the tradition of legendary Maybach vehicles which were part of the elite in the German and international automotive construction industry in the nineteen twenties and thirties of the last century. It is this challenging legacy that the luxury brand is carrying forward – in the form of an extensive facelift of the Maybach saloons, celebrating its premiere at Auto China 2010 in Beijing. The prestigious, tradition-steeped Maybach brand is consolidating its top position in the high-end luxury segment with a more striking design and even more extensive equipment and appointments.

“To create only the best from the best, a vehicle that is the ultimate in wish fulfilment, with a distinctive character of the finest elegance and power” – this is how a Maybach flyer dating back to 1930 declared the company’s aim, and it still applies at Maybach in its entirety to this day. This clear avowal of the extraordinary obliged Maybach to revise its high-end luxury saloons extensively and at a top level when it came to the latest facelift.

Striking, self-confident design

Following their facelift, the Maybach saloons shine with their self-confident, effortlessly superior, distinctive charisma. It is above all the new dominant chrome radiator grille that emphasises their exceptional status – it is meticulously crafted in two different variants. In the Maybach 57 and 62 models it is graced with 20 fine longitudinal bars and in the 57 S and 62 S Maybach models twelve solid double louvres with a “shadow strut” put the spotlight on the vehicle’s tremendous power. Both arrow-shaped radiator grilles are also higher than before, have considerably larger dimensions, are positioned more upright and further forward in the direction of travel – clearly symbolising the self-confident status and effortlessly superior, striking appearance.

The designers have elevated the modified bonnet with a higher front upper edge and given it sharply defined contours. It has a shaped edge and appears distinctly arrow-shaped, more expressive and longer than previously. A restyled, horizontally structured bumper trim gives the Maybach saloons an even broader look from the front. Daytime driving lights featuring LED technology and bordered with a chrome insert have been integrated into the outer air intakes.

The new exterior mirrors with optimised aerodynamics for less driving noise harmonise very well with the striking front. Their large mirror surface also means improved vision. Dark red tail lights of exquisite material quality complete with chrome embellishment, plus chrome trim used on the handle in the boot lid lend the end section a powerful, distinguished look. This in turn is underlined by new high-sheen 21-spoke 19-inch wheels in titanium silver for the Maybach 57 and 62 models. The Maybach 57 S and 62 S models will in future be shod as standard with new 12-spoke 20-inch wheels painted in noble sterling silver. And all the models are available in the new, exclusively developed Bahamas Blue paint.

As a result of the facelift measures, the new Maybach saloons gain an extra 11 millimetres in length and 17 millimetres in width when the exterior mirrors are folded out.

Interior – superb craftsmanship

As one would expect, the Maybach MANUFAKTUR showcases masterly handcraftsmanship with no compromises in the interior, where materials of the highest quality abound. As is the case with everything from Maybach, the utmost attention has been paid to every last detail. Every seam, every joint is perfectly executed, viewed from every angle this is a feast for the eyes, touching every single feature is a tactile delight – noblesse oblige.

There are three new interior appointments with different leather, carpet and headlining colours (Saona Beige for the Maybach 57 and 62, Whitehaven Beach and Kuril Islands for the Maybach 57 S and 62 S). They create an elegant, light and stimulating lighting mood – especially in conjunction with the unique electrotransparent panoramic glass sunroof in the models with a long wheelbase. It spans the roof liner above the rear passengers like an atrium, allowing light to flood the rear compartment and gives a rare degree of control over the illumination of the surroundings. It features a liquid crystal membrane of conductive polymer plastic. When an alternating current is

applied to it, the crystals in the plastic membrane are arranged in such a way that the glass becomes transparent and allows daylight into the rear of the Maybach 62 models over its entire area. As soon as the power is switched off, the liquid crystals lose their transparent arrangement again and the light is fragmented in all directions. The glass becomes nearly opaque and filters the daylight falling on it to produce a pleasant, diffused glow. This electrically operated transparency function is also used in most countries for the partition screen that can be ordered as an option.

An electrically driven sliding liner rounds off the luxurious lighting package. Its electroluminescent membrane can be switched on at the touch of a button when closed, emitting a pleasant, diffused light over its entire surface. A rotary switch in the rear console of the Maybach 62 models gives the rear passengers complete control over the illumination of the membrane and strength of the ambient lighting.

Some exquisite new additions have found their way into the large selection of trim available. There is now trim in selected dark brown bird’s-eye maple, which can also be combined with brilliant porcelain piano lacquer in the Maybach 57 S and 62 S models, underlining the refined ambience. As an alternative, a sporty touch comes in the form of carbon-fibre trim elements in new colours, among them silver and red.

Lovers of more compact vehicle dimensions will in future be able to enjoy the outstanding comfort afforded by the rear reclining seats – previously only available in the Maybach saloons with a long wheelbase. With immediate effect this first-class armchair can also be installed on the passenger side in the rear of the Maybach 57 and 57 S models as an option. At the same time Maybach has enhanced the craftsmanship of the seats for all models. The look of the seat upholstery layout has been refined and given additional piping. On request the piping running round the seats can also be supplied in a hand-braided version with four fine, individual leather stripes or adorned with valuable CRYSTALLIZED™ Swarovski Elements. In the upper part of the seat backrest, a redesigned badge in hand-polished 925 sterling silver with the embossed Maybach logo and “MAYBACH MANUFAKTUR” lettering is an

impressive indication of the great love of detail, serving as a reminder of the prestigious ambience in which one is travelling.

The partition available as an option for the Maybach 62 and 62 S can now also be personalised with motifs of the customer’s choosing. In these cases the highly qualified specialists at the Maybach Manufaktur first of all skilfully cut the desired motif from a film before affixing it to the partition. They then irradiate the exposed areas with diamond particles, so that a matt surface is created in the contours of the chosen motif.

A scented haven of wellbeing

Maybach cuts an equally fine figure when it comes to the range of individualisation options available for the luxury saloons, which has been extensively extended. For the very first time there is an extremely high-quality flacon perfume atomiser available on request, having been developed exclusively by Maybach. Up until now it was reserved only for the special Maybach Zeppelin model, limited to just 100 units. This exquisite equipment detail – the only one of its kind anywhere in the world – represents a very special highlight indeed. At the touch of a button it produces a unique fragrant experience thanks to the use of sophisticated technology and high-quality perfume which discreetly, unobtrusively and gently stimulates the passengers’ senses. There is absolutely no comparison between this and other solutions containing concentrates or particulate matter.

At the heart of the system lies an internally illuminated Plexiglass sphere on the rear centre console, into which Maybach owners can insert a flacon containing a perfume they have personally selected. A compressor then directs a gentle flow of air into the Plexiglass sphere, fanning the flacon’s perfume molecules into the vehicle interior.

The perfume atomiser can be activated either from the driver’s seat or by means of a button in the rear centre console, with an additional thumbwheel in the rear for sensitive aroma control. The chosen fragrance gently wafts into the passenger compartment within ten to twelve seconds. On models with a partition screen, only the passengers in the rear are able to activate the atomiser.

The aroma experts took the particular biological characteristics of the human nose into consideration when designing the control mechanism. As it adjusts to smells in such a way that it no longer perceives them after a short while, the perfume atomiser switches off after about ten minutes. Once the system has switched off, the fragrance – which does not seep into the interior’s materials or the occupants’ clothes – quickly evaporates. Reactivating the atomiser later allows the fragrant experience to be enjoyed all over again.

Entertainment and electronics are state of the art

Entertainment galore comes courtesy of a new multiformat DVD player. It reads all important formats such as DVD-R/DVD-RW/CD-R/CD-RW, DVD video/video CD and CD-DA playback/MP3. As an option a large high-resolution cinema screen with a 19-inch diagonal can now be fitted to the centre of the partition in the Maybach 62 models, as an alternative to the 9.5‑inch monitors in the rear available until now. Sound in concert-hall quality is on tap in the form of a 600-watt sound system with 21 loudspeakers from renowned hi-fi specialist BOSE®.

As an option Maybach can now also install an overview camera in the vehicles with a partition and cinema screen. Rear passengers are then able to keep an eye on the traffic in front of them without being seen themselves – even with an opaque partition window. This creates an oasis of seclusion in which they can always enjoy total privacy.

An innovative WLAN router takes care of wireless internet access – even during the journey. As an alternative, mobile devices can also be connected via a cable to a LAN socket in order to reduce electromagnetic radiation in the interior. This sophisticated internet connection is unique in this vehicle segment and utilises the rapid transmission standards HSDPA, UMTS and GSM/EDGE. It is capable of serving three mobile devices such as laptops simultaneously, so now it is child’s play for Maybach owners to synchronise the data on their laptop with those on their computer at home or in the office, or to keep constant track of the current news via the internet, for instance. A mobile phone hands-free system with Bluetooth functionality and voice transmission via the vehicle’s existing loudspeakers and microphones is also available as a further option.

More powerful yet fewer emissions

Even though the engineers at Maybach have increased the output of the Maybach 57 S and 62 S by 13 kW (18 hp) to 463 kW (630 hp), they were able to reduce the consumption figures (from 6.4 to 15.8 l/100 km) and the CO2 output (from 390 to 368 g/km CO2) at the same time. The output of the 57 and 62 models remained unchanged, but consumption (15.0 as opposed to 15.9 l/100 km) and CO2 output (350 as opposed to 383 g/km) was also cut here. All the Maybach twelve-cylinder engines meet the EU5 standard/LEV2.

Warranty covering eight years or 200,000 kilometres

To coincide with the facelift, Maybach has introduced a new warranty policy. With the country-specific Maybach service and warranty packages Excellent and Basic, service and warranty are covered up to a vehicle age of eight years or a mileage of 200,000 kilometres/125,000 miles. After this point the life-long mobility warranty applies.

The numerous different variants of the Maybach service and warranty package can be purchased at various points in time and extended again according to personal requirements, which means that it offers even more extensive cover in case of damage, plus calculable maintenance costs. A unique feature of the package is the fact that it includes, for example, replacements in case of wear such as paint, leather, wood, carpet and upholstery, as well as noise repairs. The Maybach experts use only genuine Maybach parts of the very highest quality, meaning that the Maybach is always in pristine condition. This facilitates the luxury saloons’ long-term value retention and is an advantage not to be underestimated when it comes to resale.

Maybach means: unique and masterful down to the last detail

The name Maybach has always been synonymous with the continuous striving for aesthetic appeal, perfection, elegance and the ultimate in comfort. This is why the luxury saloons from the Maybach Manufaktur are painstakingly crafted by hand with the utmost skill and care. At least 30 days pass between the time a Maybach leaves its birthplace in Sindelfingen and the point at which it is handed over to the customer. The owner is the receiver of an automotive dream with enviable levels of spaciousness, fitted with the very finest woods, the softest leather and deep-pile carpets. It is for this reason that many customers prefer to travel in the superior comfort the rear of a Maybach offers as opposed to a private jet – sometimes for distances of over 1000 kilo-metres.

It is thanks to the high standards which Maybach sets for both the exterior and the interior design of its high-end luxury saloons that Maybach vehicles boast a series of details which are unique even in this prestigious segment. The rear reclining seats, with their opulent first-class proportions, remain unrivalled. Up until now they were reserved for the Maybach models with a long wheelbase, but they can now also be fitted in the more compact variants. The large electrotransparent panoramic glass sunroof is also only available from Maybach.

In order to regulate the climate in the hugely spacious interior, the Maybach saloons are equipped with an unparalleled climate control system. The high-end luxury saloons are equipped with two leading-edge automatic climate control systems – one for the front section of the car and a separate second unit for the rear compartment. Sensors allow the air conditioning systems to respond to the temperature and air humidity, the intensity of the sun and the level of pollution in the outside air.

Further trademark characteristics of Maybach saloons are their very highly valued fine details such as the instrument display in the rear, the easy-close function for the doors in the passenger compartment with a closing procedure that is virtually silent, the extensive, state-of-the-art Rear Seat Entertainment System, the electronic intercom system and the electrohydraulic braking system with the additional priming and dry braking functions.

Like travelling in a sedan chair

Journeying in a Maybach means relaxing in peace and calm. If at all, noise from the road or airflow reaches the ears of the passengers as though from afar. The high-end luxury saloons from Sindelfingen possess nigh-on proverbial quiet-running characteristics. The smooth ride is all thanks to the carefully optimised, low natural body frequencies, a suspension with a hydraulic subframe and shock absorbers meticulously developed with enormous attention to detail. Also co-responsible for the exemplary smooth ride are the four-bearing propshaft, the differential with gears carefully ground-in by hand and the large wheels with tyres specially developed for the Maybach. Michelin had made no less than 27 tyre samples available just for the Maybach saloons, and it was only after lengthy tuning work that the best result was finally achieved.

But it is not only these major measures that turn the Maybach saloons into a blissfully peaceful haven reminiscent of a sedan chair. An equally important contribution is made by textile trim in the wheel arches, which dampen the clatter of stone chippings that are thrown up, acoustically dampened air ducts, in whose acoustically effective labyrinth sound waves become lost and an unusually long exhaust system – measuring six metres in length – which is characterised by multiple flexible decoupling. A total of 224 parts in every Maybach saloon boast superb acoustic effectiveness – such as the windows with acoustic film, which connects two panes, thus preventing them from vibrating, or 93 kilograms of function-optimised acoustic material.

And Maybach does not leave the task of achieving perfection at the highest level merely to intensive engineering work – this happens first and foremost in the Maybach Manufaktur itself. Only the very best specialists work here. Just as every single Maybach is individually equipped, they also treat each Maybach as an individual. And they add their signature to the certificate which belongs to every saloon, confirming the high quality of their work. This means that the Maybach is far from being an anonymous product – each employee is identifiable and takes personal responsibility. This also applies to the employees at the Manufaktur who are responsible for the final inspection. At the end of the process they test-drive the finished luxury car and subject it to meticulous scrutiny with their sensitive senses – an extensive procedure which Maybach prescribes for every single vehicle, and one which goes far beyond what is customary

Individualisation

Tailor-made individualisation is part of the recipe for success of the luxury Maybach brand. It offers its customers unique ways of customising the specification of its top-class saloons. The Manufaktur in Sindelfingen turns a whole host of special requests in reality: of crucial importance in the work performed are the materials and cutting-edge technologies used to offer an extraordinary visual and tactile experience. This is why the Maybach specialists repeatedly come up with superb new materials and paint finishes – many of them specially developed for Maybach and not available from any other vehicle manufacturer. One of the brand-new features is the option of having individual motifs included on the partition window.

With its flair for the extraordinary, its acute understanding of the perceptual capabilities of the senses and through continuous dialogue with its customers, the Maybach Manufaktur continuously expands its range of optional and customised extras in order to keep fulfilling the wishes and requirements of the automotive market’s most prestigious clientele. And it is for this reason that the luxury Maybach saloons will again be available with special protection after the facelift.

In June 1995, the Mercedes-Benz mid-series was given an entirely new appearance: its future-oriented new face, incorporating four elliptical headlamps, had been presented for the first time in the Mercedes-Benz coupe study car at the Geneva Motor Show in March 1993. Two years later, the dynamic front section entered series production in the W 210 E-Class models.

It was not only the face of the W 210, but also its flowing rear section reminiscent of a coupe, that ushered in an excitingly new language of form. The new E-Class was immediately awarded the renowned design prize “Roter Punkt” (red spot); over the course of its seven-year production period, the E-Class received more than seventy awards in all – above all for occupant safety, design, environmental compatibility and efficiency.

The E-Class as innovation leader

The new E-Class included over thirty technical innovations. The standard features of the W 210 included the electronic traction system (ETS), electrically operating front and rear windows, exterior temperature display, dust filter and a third brake lamp on the rear sill: these had previously either not been available at all in the E-Class or only as optional extras. The rain sensor for the windscreen wiper unit, an air quality meter for the climate control system, and the PARKTRONIC (PTS) parking aid based on ultrasound were first realized in the new E-Class. 1997 saw the addition of the driver authorization system ELCODE, operated by means of an electronic key for the doors and ignition, along with Brake Assist (BAS), which recognizes emergency braking maneuvers and automatically builds up the maximum available brake booster force as required.

The sedan is particularly impressive with its excellent drag coefficient (Cw) of 0.27 and its high standard of inherent safety, which was achieved with large deformation zones and even more effective retention systems in the interior. In the W 210, Mercedes-Benz was the world’s first brand to incorporate belt force limiters as a standard feature. Newly developed side airbags further improved lateral impact protection. The W 210 series, which superseded the successful W 124 in 1995, thus stands uncompromisingly in the tradition of the Mercedes-Benz mid-series as innovation-bearers.

The mid-series as a model of success

The history of the mid-series can be traced back to the Mercedes-Benz 170 V from 1947 (W 136 series). The 180 and 190 models from the W 120 and W 121 series, which became known as the “Ponton” Mercedes, followed in 1953 before being superseded in 1961 by the W 110 “four-cylinder tailfin”. From 1968 onwards, the W 114 and W 115 series, known as the “Stroke Eight”, set their hallmark on the brand’s mid-series, and for the first time the range also included a long-wheelbase sedan and a coupe.

The next model series from the medium category was the W 123, introduced in 1976. For the first time, the Mercedes-Benz product range included a so-called T-Model (T for “touring & transport”) – a station wagon. The W 124 was finally launched on the market in 1984, and the range was extended in 1991 to include an elegant four-seater convertible. The W 124 was also the first Mercedes-Benz to bear the new “E-Class” designation following the 1993 model update.

“Classic”, “Elegance” and “Avantgarde”: three variants for the E-Class

The concept of offering a model as standard in different variants known as “lines”, thus catering for individual customer wishes, had already proved successful in the W 202 C-Class. The E-Class W 210 also appeared in 1995 in three distinct guises, differing in design and appointment details. Customers could choose between the three variants “Classic”, “Elegance” and “Avantgarde”. Each line was available with a choice of any engine, without restriction.

“Classic” is the basic version of the new E-Class, a fully equipped Mercedes-Benz automobile with numerous technical innovations; the exterior design is somewhat more reticent. The “Elegance” line includes light-alloy wheels in ten-hole design along with extras such as wood trim, leather shift-lever and steering-wheel covers and ventilation for the rear seat area. This design and appointment variant is clearly distinguished from the “Classic” line by its chromed door handles and bumpers and its lateral protective strips.

The “Avantgarde” models set themselves even more clearly apart from their siblings: with an exclusive radiator grille incorporating five horizontal chrome bars, this line has its own characteristic profile. It also includes xenon headlamps featuring gas discharge lamps and dynamic illumination range regulation. These automobiles have a standard lowered body, a sports chassis and wide tires on 16-inch light-alloy wheels in five-hole design, which are also available on request for other variants. The exclusive AMG variant of the W 210 was launched on the market a year after the series launch. The E 50 AMG was available only with eight-cylinder engine and five-speed automatic transmission.

E 200 or E 420, E 220 diesel or E 290 turbodiesel: the W 210 models

In 1995, the W 210 sedans were initially available with a choice of eight engines, five of which ran on gasoline: the E 200 and E 230 four-cylinder models, the E 280 and E 320 six-cylinders and the E 420 eight-cylinder. These were complemented by the four-cylinder E 220 diesel and six-cylinder E 300 diesel models, along with the E 290 turbodiesel.

Most of these engines were based on power units that had already proved highly reliable in the 124 (old E-Class) and 202 (C-Class) series and were installed as modified versions in the new E-Class. An entirely new development, on the other hand, was the five-cylinder OM 602 DE 29 LA engine (displacement 2.9 liters) with direct injection, exhaust turbocharger and intercooler. In the E 290 turbodiesel, this engine concept was installed in a Mercedes-Benz passenger car for the first time. In comparison with the six-cylinder induction engine with an almost identical displacement of three liters, the newly developed power unit with conventional two-valve technology was characterized by considerably higher torque and lower fuel consumption. The new engine constituted Mercedes-Benz’s first step in the introduction of direct-injection passenger-car diesel engines for comfort-oriented customers.

Reducing fuel consumption, exhaust emissions and combustion noise even further is also a prime objectives in the development of diesel engines, such as the new 2.3-liter four-cylinder unit. The larger displacement of this engine, based on the previous 2.2-liter power unit, is put to use above all to generate increased torque. The engine’s higher compression ratio and modified combustion chamber geometry reduce both consumption and noise. This power unit, with a displacement of two liters, was also given a new combustion chamber geometry along with a modified injection unit incorporating a hot-film air mass (HFM) sensor. The injection unit of the V8 engine (displacement 4.2 liters) was also given HFM management. Both this E 420 model and the E 50 AMG were available exclusively with the new electronically controlled five-speed automatic transmission.

Continuous further development

Throughout the production period, the engines for the various W 210 models underwent constant improvement and received numerous innovative features. Particular mention should be made, for instance, of the two V6 engines presented in 1997. The E 280 and E 320 models were powered by engines from the new M 112 series, which replaced the proven six-cylinder in-line units of the same displacement. The new engines were one-fourth lighter than their predecessors. Fuel consumption and noxious emissions were drastically reduced thanks to lightweight materials and further innovations such as three-valve technology and twin-spark ignition.

In the long manufacture period of this successful model series, the E 430 – powered by the V8 engine from M 113 series – was the production vehicle with the largest engine, with an output rating of 205 kW (297 hp) at 5,750/min. This V8 unit, incorporating three-valve technology, twin-spark ignition and low-friction light-alloy cylinder liners, included the same innovative design details as the six-cylinder units from the M 112 series. Nevertheless, the most powerful E-Class vehicle of all came from AMG: the E 55 AMG, presented in 1997, developed an imposing 260 kW (354 hp) from its 5.5-liter V8 engine.

With the E 200 CDI and E 220 CDI automobiles, two engine variants were released on the market in 1998 whose diesel power units were fitted with common-rail direct injection; these cars replaced older models powered by prechamber induction engines. Finally, in 1999 – three years before the market launch of the next E-Class generation (W 211) – the series was subjected to extensive model update measures.

4MATIC: four-wheel drive for the E-Class

The E-Class models with the 4MATIC four-wheel drive system were already familiar from the W 124 series. However, the drive concept was subjected to fundamental further development. The permanent four-wheel drive was now combined with the electronic traction system (ETS), which replaced the differential locks familiar from conventional four-wheel drive vehicles. ETS cuts in automatically as soon as at least one wheel shows a tendency to spin on a slippery surface. The brake force on this wheel is steadily increased until the speed difference between the wheels falls below a predetermined maximum. The drive moment at the wheels with good ground contact is thereby increased and traction maximized. The new 4MATIC models were developed and manufactured in traditionally reliable cooperation with Steyr-Daimler-Puch Fahrzeugtechnik GmbH in Graz, Austria.

The E-Class station wagon and special versions

One year after the market launch of the sedan, Mercedes-Benz presented its mid-series station wagon (S 210) in 1996. This vehicle had a larger rear overhang than the sedan. Its load space was considerably larger than that of its predecessor from the 124 series. Like the sedan, the station wagon is also manufactured in the “Classic”, “Elegance” and “Avantgarde” design and appointment variants. In addition to the sedan models, AMG produces top-quality, high-performance sporty E-Class station wagons.

Also based on the station wagon are the chassis with partial body (VF 210), which are offered for subsequent completion as ambulances or for other special versions – such as the long-wheelbase E-Class sedans. The VF 210 chassis is 737 millimeters longer than that of the station wagon. These chassis with partial bodies are produced by the Binz company in Lorch. A highly exclusive E-Class variant was built for the royal court of Thailand in 1996: an E 320 with a full third row of seats, and with a wheelbase 970 millimeters longer than that of the station wagon.

In 1995, Mercedes-Benz also began to offer the new E-Class in a special-protection version – the first time in the brand’s history that mid-series models were ordered directly ex-factory in a bulletproof version. This introduction was warranted by increasing demand. The special-protection variant of the E-Class is intended above all for those customers who have need of enhanced protection, but who prefer to drive their own vehicles.

The first such automobile to become available was the special-protection variant of the high-performance E 420 model. In 1997, a less comprehensively protected version in accordance with protection category B4 was added to provide all-round protection against small arms; this model was available with a choice of eight- or six-cylinder engine. In addition to Mercedes-Benz’s many years of experience, it is above all the fact that the protective elements can be integrated directly into the body during the manufacturing process that speaks in favor of production of factory-made special-protection models. Mercedes-Benz can thus provide a standard of safety ex-factory that cannot be attained with subsequently fitted protection packages.

However, exclusive special models such as these cannot detract from the fact that the W 210 series E-Class is following in the tradition its predecessors: as the most successful vehicle of the upper medium category, this sedan, presented in 1995 and produced up until 2002, secured an even greater market share than its predecessor. In all, 1,374,199 sedans and 279,238 station wagons had left the production line by the time the 210 series was superseded by the 211 in 2002.

Obviously without wheels a vehicle is going nowhere – this simple observation not only describes the basic technical requirement for a properly functioning motor car, but also highlights the importance of the wheel as part of a powerful vehicle design. At Mercedes-Benz, high-quality wheels which match the bodywork and form a logical continuation of the design therefore play a significant role in the high design standards of the overall vehicle. At the Mercedes-Benz design centre, light-alloy wheels available either as standard or as optional extras are designed by specialists in the area which is also responsible for creating the entire exterior form of the vehicle.

The heritage behind Mercedes-Benz wheel design

Basically all Mercedes-Benz wheels follow a specific design guideline which nevertheless gives sufficient scope for a wide variety of styles, such that individualisation options in this area are not limited. The characteristics of wheels bearing the Mercedes star primarily adhere to the principle of highlighting the vehicle design in the respective model families. To this end, the designers make particular use of sculptured, modelled areas with powerfully flowing lines, while pure, basic geometry is usually always avoided. This can also lead to completely different design approaches being adopted within a model series. Take the S-Class as an example: most customers want elegant wheels, which can result in a delicate, multi-spoke design on the one hand, or a generously sized and less structured design on the other. Once on the vehicle, however, both solutions achieve the desired elegance. In contrast, SUV models and off-road vehicles always require striking, powerful, almost muscular wheels. For Roadsters and Coupés, the focus is squarely on sportiness. Among other things, the wheels look as big as possible thanks to maximum “connection with the outside”: for the most part the wheel spokes blend smoothly and seamlessly into the wheel rim flange. As a result, these models have a road stance which is powerful, almost crouching, ready for the off.

The development engineers define the design space which is available for the designers to work in. This leads to the creation of wheels which, thanks to their exceptional performance, support the high level of driving dynamics, excellent comfort and pioneering safety which are typical of Mercedes-Benz vehicles. By the same token, the designers can also work freely within the available space to come up with impressive wheel models which feature the customary high level of design quality.

A glimpse of the wheels of the future

Just like vehicle designers, wheel designers must also be able to look into the future, since due to the complex development process it can take some time before their designs actually appear on the market. But of course they are not able to use a crystal ball to help with their predictions. Research into the future and the recognition of trends is supported by Mercedes-Benz Advanced Design Studios located throughout the world, intensive customer surveys, contact with dealerships, market research and specialist agencies. These investigations have resulted in the following specific basic principles:

• The trend towards larger wheels, mounted so that they are flush with the outer edge of the vehicle body, continues to apply in all vehicle classes. This style reflects power, dynamism and driving stability.

• In the future, Mercedes-Benz customers want even higher value wheels with elaborately processed surfaces and more sophisticated colour designs.

• Mercedes-Benz and Mercedes-Benz Accessories will further expand the diversity of their product ranges from the current 130 wheel models in order to provide customers with even more individualisation options.

It all starts with product development: Complex programme for the best quality

Mercedes-Benz guarantees the quality of its new wheel models with a comprehensive development programme. As part of this, the tests and inspections which are carried out go far beyond the statutory requirements. Even when it comes to wheel development, one basic principle is applied: in the development and testing phases, Mercedes-Benz bases its work on the actual load profile of light-alloy wheels under real operating conditions and coordinates its programme accordingly. As a result, light-alloy wheels bearing the Mercedes star are among the safest, best performing and most durable products on the entire automotive market. At the same time, it is irrelevant whether we are talking about a wheel from the standard or optional ranges, or one from the wide range of accessories available from Mercedes-Benz Accessories – the process is always based on the same high standards.

Development dominated by the digital worlds

Early in the development phase of a new light-alloy wheel, engineers first specify the rough framework conditions within which to work: new wheel types for car models are determined in close cooperation with those responsible for the vehicle model series. At the same time, wheel specialists examine wheel market trends. These parameters then define the necessary wheel dimensions. The following basic principle is applied: data such as the gross axle weight, the size of the wheel well or any necessary brake clearance provide the installation space within which the designers have free space for their designs – all of course in accordance with exacting Mercedes-Benz design requirements. After a technical feasibility study, the final wheel design is determined.

A three-dimensional volume model is then produced using modern 3D computer programs. For visualisation and discussion purposes with the development team, developers can use this model to create three-dimensional drawings, or to specify component properties such as weight, machining options in the subsequent

production process, material distribution or even natural resonances and inertia moments. On the basis of these data records, the wheel is optimised with virtual test data using finite element analysis (FE analysis for short). In the digital world, it is possible to simulate demanding mechanical or thermal operating conditions: for example, cornering at maximum wheel load, or driving over a pothole or the kerb, or the brake heat load generated on a long downhill stretch. As such, conclusions can also be drawn about the subsequent production process and how it can be improved: if the intended wheel model is gravity die-cast and the material solidifies as required, will it be possible to remove the cast wheel blank from the mould without any problems? After preparing the light-alloy wheel in this virtual world, a digital mock-up is created – a computer-aided wheel model – which serves as the basis for all subsequent steps.

Based on the mock-up, the wheel manufacturer responsible for production sets up the necessary moulds, production tools and processes, after which the first sample wheels are produced. In this “prototype phase”, the wheel manufacturer conducts detailed examinations in cooperation with Mercedes-Benz to assess the resulting wheels and the entire production process. The objective: to optimise production at a high quality level. If this objective is reached, a true ordeal awaits the new wheels, which will be taken from the finely-tuned large-scale production test run.

In cooperation with the vehicle development divisions, aerodynamic aspects can also be incorporated into the design process. Flow simulations have shown that aerodynamically optimised light-alloy wheels and tyres can improve the overall aerodynamics of the vehicle, which in real driving conditions helps to reduce fuel consumption and can lead to a reduction in CO2 of one gram per kilometre.

“ZWARP” replaces six weeks of test driving at the Hockenheimring

One of the most effective test methods for assessing a new light-alloy wheel is “ZWARP”, from the German “ZWei-Axiale Räder-Prüfstand” (biaxial wheel test bench). Unlike a conventional rolling test in which the wheels run straight on an external roller with a specific ground contact force, the ZWARP uses an oversized roller to subject the wheels to both ground contact and lateral forces generated as a result of additional transverse movement of the test system in two directions. This is why it is called ZWARP (biaxial).

First of all the wheels are fitted with the corresponding tyre size, and to make the test conditions tougher they are initially damaged on the inner wheel rim flange by simulating driving over a kerb at 2.5 times the normal wheel load. At the same time this initial damage is also used as an individual “inner rim flange impact” test, in which deformation is not to exceed a few millimetres. Once this starting requirement is met, the actual test run takes place, divided into 22 load blocks. The load blocks are based on the subsequent application profile of the vehicle – so according to whether the wheel is intended for a saloon, a roadster, an off-road vehicle or a people carrier. The test conditions are extreme: as part of the test run the wheels are subjected to a ground contact force of up to 35 kN over several thousand kilometres, which in real operating terms equates to the distance travelled over the entire service life of the vehicle. By applying steering movements, the wheel is also pressed against the side lip of the rotating drum with a lateral force of up to 25 kN, thus simulating the wheel loads generated during sharp cornering. The requirement imposed by Mercedes-Benz for this marathon is that despite initial mechanical damage, the test wheel should not show signs of any cracks over the test distance. If a wheel passes the ZWARP test, based on experience it will usually last the life of the vehicle several times over under normal operating conditions.

Looking back, we can now appreciate the significance of the ZWARP: previously these loads were applied to the vehicle in test drives on the race track in Hockenheim and took around six to eight weeks. At that time, together with the other tests, only around 10 light-alloy wheels could therefore be tested and finally approved in a year. The ZWARP, on the other hand, is significantly more consistent over just a few days since, unlike the practical test drives in Hockenheim which were influenced by changing weather conditions, it always runs under the same, defined conditions. Today it takes around four weeks for complete approval. In one year, therefore, the engineers and technicians can issue approvals for around 150 new light-alloy wheels. Currently, however, the test programme does not run completely without any practical tests: prototypes of new vehicle models are for the most part fitted with new wheel types for their trials and test drives. These test results are also incorporated into the assessment and approval of new types. And there is an interesting point to note here: you may not be aware but for the most part photos of prototypes therefore not only depict new vehicles, but also new wheels.

From bending to breaking: the rotary bending fatigue test

Another stress test is the rotary bending fatigue test. For this, employees clamp wheels with the inner rim side locked positively in a jig, and fix the wheel disc to a hub using the normal holes for the wheel bolts, as when fitting a wheel to a vehicle normally. This stresses the wheel structure with load cycles through oscillating movements, simulating maximum cornering in which bending moments of between 1900 and 11,000 Nm are applied. This test is conducted in parallel on several wheels and under different load conditions:

• 4 wheels successfully complete 200,000 load cycles with a 100% bending moment
• 4 wheels successfully complete 800,000 load cycles with a 75% bending moment – this is four times the statutory requirement

All wheels have to survive under these conditions without any cracks forming. However, the test is continued until such time as initial cracks start to appear. This has shown that light-alloy wheels from Mercedes-Benz are able to withstand up to several million load cycles without suffering any damage – which means they are able to last for quite a few vehicle lifetimes under normal operating conditions.

Convincing proof of stability

In addition to the inner wheel rim flange impact test forming part of the ZWARP test, light-alloy wheels aspiring to bear the Mercedes star must also withstand two further attacks. This is where, figuratively speaking, the tests turn medieval, since the wheels are placed under a type of guillotine. In the so-called impact test, which simulates driving over an obstacle such as a kerb at an angle, the wheel is fixed horizontally at a slight tilting angle under a blunt guillotine. The guillotine blade is then dropped at a weight which is calculated according to the permissible wheel load (0.6 times the wheel load plus 180 in kilograms), and from a specified height, onto the outer wheel rim flange. This not only results in an ear-deafening impact, but also in deformation of the impacted area of the wheel rim. This deformation should not exceed a specified level, and there should also be no chips or leaks. The tyre which is fitted must retain its pressure after the impact, in order to enable the vehicle to continue to be driven if this were to happen in reality.

The second guillotine process is similar, only this time the wheel is stood up vertically and the tyre tread is struck by the guillotine blade with greater force so that it goes through to the wheel rim flanges. Here too the damage must not lead to the complete failure of the wheel/tyre system.

Often underestimated: the wheel bolt connection

The importance of secure wheel bolt connection requires no further explanation. Achieving a secure connection, however, is not as simple as is generally assumed. The bolt connection system – comprising the wheel bolts, the new light-alloy wheel and the vehicle wheel hub – is therefore checked and if necessary optimised using a special test facility. Of key importance for correct wheel bolt connection is the specified torque for tightening the wheel bolts. There is a defined prestress for this, which is responsible for connecting the wheel to the vehicle. The engineers at the Mercedes Technology Centre (MTC) carry out extensive fine-tuning in this area in order to ensure that the bolt connection guarantees the highest possible level of safety. This is because prestress is influenced by a number of factors: the frictional force of the bolt thread in the wheel hub thread, the frictional force of the bolt head in the wheel crown, and the contact areas between wheel, brake disc and wheel hub.

If the frictional force of the bolt connection is too low, the wheel nut could overstretch at the specified tightening torque due to the prestress being too high. Although it sounds ironic, these circumstances could lead to the bolt connection becoming loose. The wheel bolts should also therefore not be greased when being fitted as this could reduce the frictional force. If, in the opposite case, the frictional force is too high, the bolt connection would not have the necessary prestress at the specified tightening torque, and the wheel could also work loose. It is therefore absolutely vital that only original Mercedes-Benz wheel bolts are used, since they provide the optimum frictional force and therefore guarantee a secure bolt connection. Mercedes-Benz relies on the safest type of bolt connection by using wheel bolts which have a spherical crown behind the bolt head so that they fit precisely into the bolt holes of the wheel, which are also spherical. The correct prestress also supports the slightly concave contact area with which the wheel fits against the vehicle wheel hub.

Final OK after 3D measuring machine and visual inspection

The approval process for new light-alloy wheels also includes checking the geometric data with a 3D measuring machine using a fully automatic process. After the test wheel has been clamped in, the highly-precise system checks 20 main dimensions at 150 different points down to micro-level accuracy, and compares them against stored CAD data. Only when several wheels have also successfully passed this test within the very narrow tolerances, like all the other tests, is the Mercedes-Benz wheel development team able to carry out a final test for granting the final approval. Despite all of the technical options, these “human factor” assessments are also important. In particular, the team assesses:

Paint quality: in addition to the tests conducted in the corrosion test centre, the paint finish is examined for its colour scheme, layer thickness, inclusions or pores. In addition, contact areas and wheel holes must be free of any paint.

• Quality of the casting: no porosity or surface cavities.
• Machining: clean deburring.
• Specified weight check.
• Correct designation.
• Trouble-free fitting of the valve and tyre pressure monitoring system sensor.
• Valve for the tyre pressure monitoring system is accessible using air refill systems normally available at filling stations.
• Hub cover fits correctly.
• Runout check.

Whatever model of Mercedes you may drive, Mercedes-Benz and its subsidiary Mercedes-Benz Accessories GmbH have just the right light-alloy wheel to suit every taste. When ordering a vehicle, customers can currently choose their perfect wheel from a selection of around 20 different design variations per model series, which are available either as standard or as optional extras. In addition, almost as many wheel models are also available from Mercedes-Benz Accessories for the current model range.

All of the light-alloy wheels on offer have to meet the same high safety standards – there is no difference whatsoever in term of quality between the models available as standard or as optional extras, or even the versions available from Mercedes-Benz Accessories. The customer always receives a product which has been optimally tuned for Mercedes-Benz vehicles: it will provide exemplary ride comfort and high driving dynamics, meet demanding design standards, and will also be characterised by high performance combined with an excellent service life. These benefits are not only the result of close collaboration between vehicle development and specialists from wheel development. Wheels which are to bear the Mercedes star must also pass a comprehensive test programme which goes far beyond the statutory requirements laid down by the German road traffic type approval law. This includes actual test procedures which are based on the harshest of operating conditions in real driving situations, as well as inspections carried out using the latest x-ray systems and computed tomography scanners.

Mercedes-Benz Accessories: high-sheen two-tone wheels top the popularity charts in spring 2010

Topping the popularity charts this spring are Mercedes-Benz wheels featuring a two-tone finish. According to the Mercedes-Benz designers, however, they are more than just a passing fad and are set to enjoy increasing popularity in the future. These high-quality wheels enjoy additional appeal thanks to the interesting contrast created between the bare-look metal surface and the dark painted areas, thus giving the vehicle an even more exclusive appearance. Mercedes-Benz Accessories is currently offering the following wheels in a high-sheen two-tone finish (as at April 2010):

The fitting of wheels does not require any reports or Technical Inspection Association registrations to be carried out, since all wheels form an integral part of vehicle type approval.

Wheel design: bringing everything together

Obviously without wheels a vehicle is going nowhere – this simple observation not only describes the basic technical requirement for a properly functioning motor car, but also highlights the importance of the wheel as part of a powerful vehicle design. At Mercedes-Benz, high-quality wheels which match the bodywork and form a logical continuation of the design therefore play a significant role in the high design standards of the overall vehicle. At the Mercedes-Benz design centre, light-alloy wheels available either as standard or as optional extras are designed by specialists in the area which is also responsible for creating the entire exterior form of the vehicle.

Complex test programme forms part of product development

Mercedes-Benz guarantees the quality of its new wheel models with a comprehensive development programme. As part of this, the tests and inspections which are carried out go far beyond the statutory requirements. Even when it comes to wheel development, one basic principle is applied: in the development and testing phases, Mercedes-Benz bases its work on the actual load profile of light-alloy wheels under real operating conditions and coordinates its programme accordingly. As a result, light-alloy wheels bearing the Mercedes star are among the safest, best performing and most durable products on the entire automotive market.

One of the most effective test methods for assessing a new light-alloy wheel is “ZWARP”, from the German “ZWei-Axiale Räder-Prüfstand” (biaxial wheel test bench). Unlike a conventional rolling test in which the wheels run straight on an external roller with a specific ground contact force, the ZWARP uses an oversized roller to subject the wheels to both ground contact and lateral forces generated as a result of additional transverse movement of the test system. This is why it is called ZWARP (biaxial).

The test conditions are extreme: as part of the test run the wheels are subjected to a ground contact force of up to 35 kN over several thousand kilometres, which in real operating terms equates to the distance travelled over the entire service life of the vehicle. By applying steering movements, the wheel is also pressed against the side lip of the rotating drum with a lateral force of up to 25 kN, thus simulating the wheel loads generated during sharp cornering. The requirement imposed by Mercedes-Benz for this marathon is that despite initial mechanical damage, the test wheel should not show signs of any cracks over the test distance. If a wheel passes the ZWARP test, based on experience it will usually last the life of the vehicle several times over under normal operating conditions.

Another stress test is the rotary bending fatigue test, which subjects the wheel structure to load cycles through oscillating movements, simulating maximum cornering in which bending moments of between 1900 and 11,000 Nm are applied. This test is conducted in parallel on several wheels and under different load conditions:

• 4 wheels successfully complete 200,000 load cycles with a 100% bending moment

• 4 wheels successfully complete 800,000 load cycles with a 75% bending
  moment – this is four times the statutory requirement

All wheels have to survive under these conditions without any cracks forming. However, the test is continued until such time as initial cracks start to appear. This has shown that light-alloy wheels from Mercedes-Benz are able to withstand several million load cycles without suffering any damage – which means they are able to last for quite a few vehicle lifetimes under normal operating conditions.

Leading role in industrial computed tomography

An important part of the development process for new light-alloy wheels are examinations which look at the internal microstructure of the wheel, right down to atom level. While the examinations conducted on the various test systems and facilities give an indication of whether the performance of a new wheel is able to meet the high standards required by Mercedes-Benz, supplementary examinations using reflected-light or scanning electron microscopes, and both x-ray and computed tomography systems, provide an insight into why some wheel prototypes are more resilient than others.

While it is always necessary to destroy the test wheel in order to produce samples for examination under reflected-light or scanning electron microscopes, non-destructive testing on the other hand is also used to supplement the development phase and makes an important contribution to checking subsequent series production at suppliers. The wheels are inspected at the acceptance stage using x-ray systems and examined for cavities (air pockets) and imperfections larger than 0.3 of a millimetre. If even more detailed examinations are necessary then computed tomography (CT) is used. This is a process used in the medical field and was introduced by Daimler AG for industrial use – the first automotive company to do so – as early as 1995. The company now plays a leading role in this field. The Stuttgart-Untertürkheim plant currently has the most modern CT system for industrial use in the world.

Unlike x-ray examination, CT produces three-dimensional images. As a result, the position and size of the slightest weak spots caused during the casting process, such as cavities or gas pockets, can be accurately determined. Used in conjunction with the tests conducted on the test benches, these CT assessments provide evidence of where the smallest imperfections might have a big impact on performance. These component areas can then be enhanced during the technical casting and production processes. In addition, the knowledge gained can be carried over into future wheel development.

Special corrosion tests for high-sheen wheels

High-sheen light-alloy wheels require a very special paint structure which provides reliable protection against corrosion for the bare-look metal surfaces.  In developing new anti-corrosion paints for high-sheen wheels, Mercedes-Benz introduced the toughest of test methods – a series of ultimate tests for wheel coatings.

To begin with, staff at the corrosion test centre prepare individual wheel segments by scribing deep marks on high-sheen areas which penetrate down to the bare light alloy. These prepared wheel segments then undergo the so-called CASS test for 24 hours. In this chamber-like system, the paint finishes are permanently subjected to different, highly-corrosive salt sprays. The next stage for the test samples is the filiform chamber. Here the test samples – now partly coated in a crust of salt from the CASS test – must withstand a 28-day variable climate programme. As part of the final evaluation, the employees assess the filiform corrosion around the scribed marks. Approval is only granted for those anti-corrosion paints which reduce undercutting corrosion to a minimum and at the same time do not negatively impact on other properties.

Around 250 wheels per year undergo this test marathon. But it is not only new wheel models which are approved on the test bench. The specialists also carry out the comprehensive test programme when a wheel supplier wants to introduce new materials, such as a base coats, clear coats, functional coatings such as anti-corrosion paints, and also primers or pre-treatments. The changes only receive a “basic material approval” once all tests have been passed without any issues. At the same time, wheels from current production are also tested to ensure that they meet strict Mercedes-Benz quality criteria. The severity of the test series conducted in the climate chamber is demonstrated by the enormous amount of salt which is consumed at the corrosion test centre: the plant requires around 5 tons of salt each year. Used salt is recycled in the basement of the test facilities.

High quality from the best and most prestigious suppliers

When it comes to producing light-alloy wheels, Mercedes-Benz only trusts the world’s best and most prestigious suppliers. These companies have a high level of know-how and produce wheels in accordance with strict Mercedes specifications. Numerous test procedures, both on current production as well as in the laboratory, help to guarantee a high standard of quality. These procedures include monitoring the raw materials at the time of delivery and during subsequent processing, 100-percent x-ray examination, leakage tests, continual monitoring of strict geometric data and concentricity during machining, as well as monitoring the painting process.

The production of two-tone wheels involves a considerable amount of additional effort since special coatings are applied to provide reliable protection against corrosion. After the first coating the system removes these wheels from the production process and transports them to special turning machines fitted with diamond cutting tools which remove the coating layers in specifically defined areas of the wheel – mostly on the spokes or the outer wheel rim base. This so-called “high-sheen polishing” process creates metallic high-gloss areas which contrast against the remaining coating. Of course these areas must be resealed as part of a new coating process. This has a three-layer structure: after being pretreated once more, the wheel then receives a transparent anti-corrosion coating, specially developed for Mercedes-Benz wheels, followed by various clear coatings to build up the final glossy finish.

A smooth process – flowforming

In conjunction with cast, one-piece aluminium wheels, “flowforming” is a relatively recent machining method. Basically wheels which have been machined using the flowforming method offer the best of both worlds. Not only does the designer retain the high degree of freedom over the design which a cast wheel provides, but a flowformed wheel also enjoys the advantages afforded by forged wheels, which are expensive and complex to produce: high strength combined with optimised component weight.

As with the wheel production process described above, first of all a blank is cast which has a very narrow wheel rim base but with significantly greater wall thickness. After being heated up to around 350 degrees, this blank is then stretched on a cylinder which tapers slightly towards a cone at the top. The blank and cylinder are rotated while three rolling heads, which are also rotating, are pressed against the blank from the outside in a downward motion and at high pressure – around 120 tons. This forces the metal into the desired shape over the cylinder, hence “flowforming”, and at the same time compresses it. A wheel rim base created in this way has a similar structure to a forged wheel, offering the highest degree of stability with the lowest possible weight. Subsequent heat treatment of the flowformed wheel then gives it its final strength.

Care tips and methods

There is one thing which the best development programme, the most innovative production technology or a perfectly tuned test programme cannot affect, however: how customers treat their vehicles, and as a result their valuable light-alloy wheels. As always, how the wheels are treated has a significant influence on their value retention and also the safety of the vehicle. Here are some useful tips:

• Do not use abrasive cleaning agents. The products recommended by Mercedes-Benz will clean the wheels gently and effectively.

• Do not use rough or abrasive sponges for cleaning wheels.

• Observe the specified wheel tightening torques. Tightening the wheel bolts too much, or not enough, can damage the wheel over time.

• Do not oil or grease the wheel bolts, since the initial stress will be higher than the specified tightening torques and could damage both the wheel and the bolts.

• Use original Mercedes-Benz wheel bolts only.

• If the wheels are subjected to a heavy blow, e.g. after driving over deep potholes, check the wheels. If there is visible deformation you must have the damage checked by a dealer.

• Mechanical or thermal wheel repairs, such as welding, bending or grinding can reduce the stability of the wheel due to changing the microstructure of the metal and are therefore not permitted. Any wheels which are damaged should be exchanged!

• Only recoat scratched wheels with cold varnishes. Bake-on coatings can also change the microstructure of the metal and therefore reduce the strength of the wheel.

• Only fit tyres of the size permitted for the wheel.

• When driving with a heavy load and/or a trailer, adjust tyre pressure accordingly and observe the permitted wheel loads.

Legendary light-alloy wheels from Mercedes-Benz

Mercedes-Benz introduced the use of light-alloy wheels on volume produced vehicles at the start of the 1970’s, with forged aluminium wheels from well-known producer Fuchs. The “premiere wheel” was the first to be made available as an optional extra for the 280 S to 300 SEL 6.3 W 108 series Saloons, and was later christened the “baroque wheel” on account of its ornate design. After this initial foray into the world of light-alloy wheels the range continued to be expanded. For the 190 compact model series and models from the 200 to 300 E mid-size model series, a 20-spoke light-alloy wheel first appeared in the accessory catalogue from the mid-1980’s, which thanks to its characteristic wheel disc shape soon earned the nickname the “police star wheel”. The final triumphant move came in the same decade in the form of the legendary “manhole cover wheel” which – as its charming name already suggests – resembled a manhole cover.

Today, with a few exceptions, almost all of the series production vehicles from Mercedes-Benz run on light-alloy wheels. How successful they have been is reflected in the following comparison: around 4600 examples of the “baroque” model were sold each year. In 2009, the majority of new Mercedes-Benz vehicles were on “alloys”. Together with the sales figures from Mercedes-Benz Accessories, the number of alloy wheels brought into circulation has increased to around 4 million per year.

Looking to add a touch of style to your smart fortwo?  New smart art stickers are your answer, giving the coupé and cabrio a personal touch in your choice of six colourful motifs. The adhesive foil stickers are applied to the tridion safety cell. And further new accessories for the smart are also available: BRABUS interior contrast components in carbon look and BRABUS LED daytime driving lights.

The new smart art stickers make every smart unique. From sporty to elegant or urban – the six motifs have something to suit every taste. The high quality adhesive foil stickers are applied to the tridion safety cell and provide an attractive contrast to the other body parts. The designs were developed by artist Timo Wuerz in cooperation with Mercedes-Benz Accessories GmbH. The different designs in the smart collection provided inspiration for the colourful smart art stickers.

The art stickers based on the passion product line feature skyscrapers and illuminated windows, skyline prints and yellow colour accents. The pulse product line is also reflected in the stickers with brown and orange colouring and a line pattern. The art sticker with flowers will transport you to sunny climes. The pattern with light orange and brightly coloured Hibiscus petals evokes a tropical feeling and is sure to put a smile on your face. The classic black, white and blue racing pattern is no less striking. It expresses the agility of the smart. The art sticker with birds’ wings and stars could be the right choice for adventurers with a yearning for freedom. In addition to the unusual presentation of the elements of the motif, this smart art sticker boasts an intensive play of colours in blue, orange and white. The range of smart art stickers is completed by a design in a vibrant red with stylistic elements in black, silver and white.

When applied correctly the smart art stickers last for approximately five years. However, they can be removed again at any time without leaving any traces. The smart art stickers are available from smart dealers at a price of €250 (recommended retail price incl. VAT) and can be affixed by the dealer on request.

New accessories are now also available to customise and upgrade the smart interior. BRABUS interior contrast components in carbon look create a sporty and exclusive ambience. The eight-part set (RRP: €299) consists of trims and covers for the dashboard instruments, instrument cluster, steering-column stalk, door handles and centre console. The interior contrast components can be ordered from and fitted by smart dealers.

The new retrofittable BRABUS LED daytime driving lights not only look good, they also improve safety. Perfectly tailored to the silhouette of the smart fortwo, the BRABUS LED daytime driving lights (€549) can be combined with all standard main headlights. smart drivers can choose between two versions: with LED lamps in chrome or in black. The trendy lighting technology can also be retrofitted at the rear as the BRABUS third LED brake light is now available for the coupé and cabrio. The LED brake light (€129) is integrated in the separation edge.

The smart accessories range now comprises more than 90 products for customisation of both the exterior and the interior. These products are sold via Mercedes-Benz Accessories GmbH. This 100% subsidiary of Daimler AG is responsible for the development, selection and marketing of genuine accessories and collection products for the brands Mercedes-Benz, Maybach and smart. The company has more than 200 employees and is based in Stuttgart-Vaihingen.

In 1984, the E-Class (model series W124) achieved an aerodynamic landmark, posting a cd figure of 0.29. It became, and remains, the benchmark against which all saloons have to be measured – a benchmark that very few manage to match. Design elements such as smooth surfaces, an inwards-drawn rear end and a clear spoiler lip on the boot lid remain at the heart of good aerodynamic design to this day.

Since then, Mercedes has been working tirelessly to reduce this figure by yet more crucial hundredths. After all, lowering the cd figure by 0.01 is equivalent to a reduction of one gram of CO2 per kilometre (NEDC), or two grams in the case of average real consumption, and as many as five grams of CO2 per kilometre at 150 km/h.

The new E-Class family is the new benchmark in the automotive world. Although the base tyres are becoming increasingly wide – not necessarily to the delight of the aerodynamicists – and the wheels are becoming increasingly large, the Saloon version is one of the world’s most streamlined four-door models, with a cd figure of 0.25. And the Coupé model’s cd figure of 0.24 is a new record for production cars.

The detailed work behind this development is highlighted by the following examples:

• The louvres of the cooling air control system behind the radiator are mainly closed when there is no particular demand for cool air, thus reducing pressure losses at the front of the vehicle and air swirl on the underbody. Here the payoff is an improvement in aerodynamic drag to the tune of five percent or a reduction in the cd figure of 0.01
• Small spoiler lips on the tail lights homogenise the airflow at the rear.
• The airflow breaks away at a clearly defined point. There is therefore a uniform spoiler lip across the entire rear end
• The contours of the spokes and the rim flanges have been optimised to ensure levels that were only previously achievable by using smooth-surfaced hub caps
• The underbody panelling has been optimised, while the spare wheel well is designed as a diffuser
• In isolation, tweaking the shape of the spoilers in front of the wheels, the rubber sealing sections or the underbody panelling only brings about a minimal improvement in each case; however, when combined, these measures contribute to the world-leading cd figure

The new E-Class Cabriolet also benefits from all of these measures. Naturally, the fabric soft top cannot quite match the closed sheet-metal design of the Coupé. But the fabric and the contours of the folding top have been optimised to such an extent (see the section entitled “The roof” in this press kit) that the Cabriolet likewise achieves the best aerodynamic performance in its segment with a cd figure of 0.28.

Calmness itself: acoustic optimisation right from the start

Wind noise is another discipline of aerodynamics. Key requirements for a low wind noise level in the interior include draughtproof door and window seals. This requirement especially applies to cars with frameless side windows such as the new E-Class Coupé and Cabriolet.

Measuring tools such as dummy heads and directional microphones enable even the slightest weakspots to be pinpointed. These can then be eliminated by implementing the best possible technical solutions. At a very early stage in the development of the new, sporty E-Class model, a three-metre concave acoustic mirror was used to optimise the exterior shape of the A-pillars and the shape of the exterior mirrors in the wind tunnel.

The Cabriolet model marks the debut of a new acoustic soft top, which is fitted as standard, meaning that the E-Class interior has one of the lowest noise levels in the segment for four-seater premium cabriolets with a fabric soft top. It is therefore possible to have a perfectly normal phone conversation in hands-free mode at speeds of over 200 km/h. Further details can be found in the section entitled “The roof” in this press kit.

A further innovation is likewise designed to enhance comfort: now the front seat 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 “shoulder-knocking” effect has been reduced substantially at speeds of up to 120 km/h.

Under the microscope: aerodynamics

Technology for efficiency

Resistance that does not have to be overcome requires no power and, therefore, does not cause fuel consumption. As motor vehicles increase their speed, wind resistance above all becomes a factor, as it increases at the square of the vehicle speed: at a speed of around 80 km/h, it becomes greater than the sum of all other driving resistance, making it the key variable when determining the overall resistance. But even at lower speeds, the 1.2 kg or so of air per cubic metre that the car has to get through must not be neglected: in a modern car, assuming a typical customer driving cycle, around two litres of fuel per 100 kilometres are required just to overcome the wind resistance.

Wind resistance is determined by the vehicle speed, the air density and two further factors: the frontal area of the vehicle and the drag coefficient (cd figure). Whereas there is a significant difference between the frontal area of a roadster and that of a SUV, for instance, the difference between two vehicles in the same segment is far less pronounced: comfort and safety requirements determine the dimensions of the car, especially its height and width. Mounted components such as the exterior mirrors cannot simply be reduced to any size, since statutory requirements have to be met here.

Hence the main focus when developing a vehicle is to split the air ahead of the vehicle so that the flow is as unrestricted as possible and then bring the air together again as smoothly as possible behind the vehicle. The cd figure indicates how successfully this is achieved. But here, too, practice has shown that there are limits. Fully closed wheel covers, for example, are neither visually appealing nor beneficial for brake cooling. The aerodynamically ideal droplet shape with a long and tapered rear end, for instance, can be discounted immediately because of the length of parking spaces and garages, not to mention dimensional concept requirements such as the rear seat width, sufficient boot width and boot loadability. What’s more, the air has to be channelled around the vehicle so that the side windows do not become dirty and hamper the driver’s view of the exterior mirrors. A cooling air control system ensures that air flows through the radiator to provide the required degree of cooling here. Another important criterion in aerodynamic development work is driving stability, which is influenced by the front and rear axle lift.

From the very first drawings onwards, the Mercedes designers were sure of one thing: only a classic fabric soft top can convey a stylistically pure cabriolet feeling. Consequently, the new E-Class Cabriolet, which combines an elegant appearance with a high awareness of tradition, had to have a soft top. Viewed from the side, the two-door model therefore offers an enticing mix of clear proportions and a flawless cabriolet silhouette, including a long bonnet, wide doors, a high beltline with elongated side windows, a lowered soft top contour, and a short rear overhang. This look is complemented by the powerfully muscular section in the side wall at the rear axle and a slender C-pillar.

As well as sharing family traits with the other E-Class models, the new Cabriolet has its own, distinct identity characterised by a greater sense of passion. The arrow shape of the entire front section from front bumper to radiator grille to bonnet, the more extreme interpretation of the twin headlamp face and its more sinewy build give it a racier and more dynamic presence than the Saloon. At the same time, the close family ties with the E-Class Coupé are clearly apparent.

Powerful styling accentuates the sleek, flowing lines

A special characteristic of the contemporary Mercedes design idiom is the creative interplay of edges and surfaces. Taut, sharply defined lines, which grow out of surfaces organically and disappear into them again equally gently, structure the sides of the Cabriolet. The high shoulderline, a prominent, downward-pointing feature line (another contemporary Mercedes styling element) and a second structuring line delimit the sensitively sculpted surfaces. Alternately concave and convex, these create a sleek yet sharply defined flow of lines which creates a fascinating interplay of reflected incident light.

Arrow-shaped front and dominant radiator grille

From the front bumper to the radiator grille to the bonnet, the pronounced arrow shape of the front section emphasises the sporty character of the Cabriolet. A central crease in the bonnet picks up this shape and trails back towards the windscreen. A wide, upright radiator grille with two louvres, striking chrome strips, a powerful chrome surround and the central star testifies to status and self-assurance in time-honoured Mercedes style. The grille makes an effortlessly superior, expressive statement of the brand’s identity.

The traditional twin headlamp face is based on that of the new E-Class Saloon, but has its own distinct identity. Longer, more sharply inclined and flatter, the headlamps have a more dynamic look which is unmistakable. With their elaborate, high-tech interior and quadrant-shaped indicators, they add a sparkling finishing touch to the front of the car.

A distinctive front apron with large air intakes gives the vehicle a strong, powerful presence. Two vertical struts in the front apron provide visual support for the radiator grille and give it a substantial formal base. Depending on the model version, the bumper houses either the fog lamps or the daytime driving lights and fog lamps side by side. In the versions with bi-xenon headlamps, L-shaped daytime driving lights based on LED technology give the car an expressive look.

Powerful rear with innovative lights

“Powerful and not afraid to show it” could be the motto for the rear section of the new E-Class Cabriolet: the rear wings spanning the rear axle are sculpted to create a powerful, muscular form which visually enhances the car’s width. The distinctive feature line – a characteristic Mercedes styling element – is continued masterfully around the back of the vehicle and into the tail lights, thereby forming a link between front and rear.

The LED tail lights are split and extend from the boot lid far into the side wall. In so doing, they emphasise the width and dynamism of the vehicle. Their innovative lighting technology is particularly noteworthy. An LED background lighting system provides indirect illumination of the three-dimensional back cavity in both light units and in this way sets the basic background lighting tone. Twin light arrays with twin LED light guides stand out against the background lighting. These light arrays accommodate the tail lights and the brake lights, while the reversing lights and the LED‑fog lamp are integrated in the boot lid light clusters.

The narrowness of the gap between the light unit on the boot lid and that on the side wall, as well as the extremely precise bevelling of the adjacent light lenses allows light transmission between the two sections. As a result, the night design of the new Cabriolet maintains the perceived width and harmonious appearance of the rear section.

Interior with sporty lines and high perceived value

In the interior, the designers have continued the taut, sporty design idiom of the exterior. The compelling interplay of surfaces and clearly defined lines creates an interior whose elegance and high perceived value are evocative of modern architecture. The cockpit is structured horizontally with a dark upper section in order to avoid unwanted reflections. Interior appointments in two colours – in keeping with the logic of the two-level structure – create intriguing contrasts.

With its sporty look and feel, the cockpit design is clearly in keeping with the agile character of the new Cabriolet. The instrument cluster with five tubes for the dials and a central display has a slender look, while the dials themselves are clearly laid out and have high-quality chrome surrounds as well as a silver backing for the scales. The background colour of the dashboard is silver or black, depending on the choice of trim parts. The three-spoke steering wheel with multifunction buttons is available in a number of different versions and colours in order to match the interior appointments.

Next to the instrument cluster – and therefore in the primary field of vision of the driver and front passenger – is the display area for the control and display system for the radio, navigation system and other functions. The system is operated by means of a rotary and push-action Controller, which falls conveniently to hand in front of the asymmetrically split armrest between the front seats. This armrest also serves as a handrest when operating the Controller. Beneath this are the control buttons for the soft top and AIRCAP®. The horizontally divided dashboard merges into a dynamic, arrow-shaped centre console in which the air-conditioning controls, for example, are integrated.

Sporty individual seats for the rear passengers, too

The new E-Class Cabriolet is an out-and-out four-seater and also has sportily designed individual seats in the rear. The front integral seats with pronounced, faceted side bolsters and transverse piping on the seat cushion have a light, contemporary look and immediately create a distinctly sporty impression, while offering excellent seating comfort. Another notable characteristic of the seats is the high-quality, hand-stitched workmanship featuring discreet flat-felled seams. Further highlights include the audio system’s loudspeakers housed in the soft top compartment cover, which add an extra visual touch, especially when the roof is open.

Fine materials

The whole interior is dominated by pleasing surface finishes. Trim elements made from valuable, authentic materials emphasise the high-quality of the new Cabriolet. The sporty two-door model is equipped as standard with brushed aluminium trim parts with a sporty spin finish. Customers can also choose from fine woods: burr walnut, high-gloss black ash or the graphic linearity of pine. In all cases, the trim parts have a thin chrome strip along their upper edge.