22,916 readers submitted votes in this year’s Autonis design awards, which are made each year by “auto motor und sport” to honour the most beautiful new cars. The survey’s only criterion is to establish which car readers find the most visually appealing. The clear winners in the medium-size category, with more than two thirds of all readers’ votes, were the Mercedes-Benz C-Class and the coupé of the same model family. Readers showed themselves impressed by the dynamic design of the new generation C-Class. This was especially true in the case of the C-Class coupé, with its classic coupé proportions.

In the luxury segment, the magazine’s very percipient readers voted the Mercedes-Benz CLS four-door coupé into first place in the beauty contest. Like its predecessor, the new version of the CLS offers a very convincing package of captivating design and refined sportiness.

When it came to the cabriolets, the Mercedes-Benz SLS AMG Roadster was the car that found most favour with readers. The open version of the super sports car features the same technical highlights as the coupé model with gullwing doors that caused such a stir in this same competition back in 2009. With its compact soft top, which opens and closes in just eleven seconds, the new SLS AMG Roadster combines excellent driving dynamics with breathtaking roadster fun.

Even after almost 60 years, eyes light up when one of the legendary 300 SL models appears on the scene – Gullwing or Roadster, the effect is the same. This reaction serves to underline the longevity of the car’s stunning design. It also underpins “auto motor und sport” readers’ decision to award the title of “Design icon of recent decades” to the 300 SL – a “lifetime achievement award”, as it were.

Source: Daimler AG

In the upper mid-range segment, a four year-old CLS 350 CDI will still sell at 54 percent of its original price. The best performance in the compact van segment is achieved by the B-Class 180 CDI, which will sell at 51.5 percent of the original price. Meanwhile, enthusiasts of the SLS AMG will still be willing to pay 59 percent of the original sales price for a four year-old vehicle. Another car among the top three vehicles in this category is the SLK 350, which will still fetch 52 percent of its current sales price in four years. Other great performers in their respective classes are the C 220 CDI station wagon, with a value retention of 51 percent, the E-Class coupe (54 percent), the GLK 250 CDI (56 percent), and the E-Class convertible, whose owners will be able to sell their cars for 56.5 percent of the original price.

Three Mercedes-Benz cars were among the vehicles with the smallest drop in value, as measured in euros. The S-Class 250 CDI came in second in the luxury class segment. The E 200 CDI took the same spot in the upper midrange segment, while the SLK 350 ranked third among sports cars. Mercedes-Benz vehicles have also regularly been among the value retention champions in their respective classes in previous years.

The 2015 Residual Value Giants ranking is drawn up on the basis of calculations made by the Bähr & Fess Forecast market research institute in Saarbrücken. For many years now, the company has been regularly studying the residual value of used cars, using a broad array of data. On behalf of Focus Online, the company determined which vehicles could be expected to achieve the highest resale value, assuming they were bought new in April 2011 and resold in April 2015.

Text: Daimler AG / Pictures: MB Passion + Daimler AG

Suggested retail pricing for the 2012 SLK350 will start at $54,800, while the 2012 CLS550 will begin at $71,300 and the high-performance CLS63 AMG at $94,900. Prices exclude a $875 destination & delivery charge.

SLK Features Trend-setting Retractable Hardtop

The 2012 Mercedes-Benz SLK coupe/roadster represents the third generation of a two-seat sports car that rocked the automotive world when it unveiled the first automatic retractable hardtop in modern times. With the top up it’s a quiet, weather-tight coupe – push a button, and 20 seconds later the car is topless. Like the retractable hardtop of the larger SL model, the rear window of the SLK pivots to match the curvature of the top as it’s being lowered, providing more trunk room than ever.

The SLK350 is powered by a new 3.5-liter V6 that features direct injection and multi-spark ignition. With even more power and better fuel economy than its predecessor, the new SLK engine generates 302 horsepower and 273 lb.-ft. of torque.

CLS Four-Door Coupe Gets First Major Redesign

The four-passenger 2012 CLS coupe represents the first major redesign of a car that established an entirely new market segment – the four-door coupe, which combines the emotional appeal and dynamic design of a coupe with the comfort and functionality of a sedan. When it hits the U.S. market in the summer of 2011, the 2012 CLS line will offer a choice of two exciting models, both powered by new biturbo, direct-injection V8 engines. The 4.6-liter CLS550 engine produces 402 horsepower and 443 lb-ft. of torque, and the high-performance CLS63 AMG is powered by a 5.5-liter version of the new V8 that’s rated at 518 hp and 516 lb.-ft of torque.

Source: Daimler AG

“We have been making rapid advances in efficiency such as have never been seen before in the history of the automobile. And as the inventors of the automobile, we assume particular responsibility for its future,” said Professor Herbert Kohler, Chief Environmental Officer of Daimler AG. “We analyze the environmental compatibility of our models throughout their life cycle – from production, through their many years of usage, to end-of-life recycling. This goes far beyond mere compliance with legal requirements.” The environmental certificate, together with explanatory material, has been made available to the public in the “Life Cycle” documentation series, which can be accessed at www.mercedes-benz.com. In addition to the CLS, the A-, B-, C-, E- and S-Class models and the GLK have already received environmental certification from TÜV Süd.

Over the entire life cycle of the Mercedes-Benz CLS – from production and operation over more than 250,000 kilometres up to recovery – the new model emits 30 percent less CO2 than its predecessor did when it was launched in 2004. Nitrogen oxide emissions have been reduced by 21 percent overall. The overall energy balance is likewise positive: Over the entire life cycle, the primary energy savings amount to 27 percent compared to the predecessor; this corresponds to the energy content of 9,300 litres of petrol.

This is largely due to the significant reductions in consumption. In the CLS 350 BlueEFFICIENCY petrol model, for example, consumption has dropped from the predecessor’s figure of 10.1 l/100 km (on its market entry in 2004) to 6.8 l/100 km, representing a reduction in fuel consumption of up to 33 percent.

The CLS already meets the mandatory recycling rate of 95 percent by weight that will come into force on January 1, 2015; the future requirements in vehicle recycling were already taken into account at the development stage.

Closing material loops plays an important role here. The new CLS makes use of a total of 61 components with a combined weight of 49 kg that can be partly produced from high-quality recycled plastics. The mass of approved recycled components has been increased by 96 percent over the previous model.

56 components for the CLS with a total weight of almost 31 kilograms are made from natural materials. The boot floor consists for example of a cardboard honeycomb structure, and for the tank vent filter the Mercedes engineers made use of coke, a raw material from nature.

Source: Daimler AG

The Czech model Karolina Kurkova poses with the new CLS for the key visual oft he Mercedes-Benz Fashion Week. Behind the lens: the famous fashion photographer Craig McDean. Take a look behind the scenes and see the final result!

Source: Mercedes-Benz.tv

Mercedes-Benz CLS 63 AMG
Exciting design, ultimate performance and groundbreaking efficiency: this is what the new Mercedes-Benz CLS 63 AMG is all about.

The top-of-the-range version of the four-door coupé is equipped with the newly developed AMG V8 biturbo engine, featuring a peak output of up to 410 kW (557 hp) and 800 Nm of torque, as well as the AMG SPEEDSHIFT MCT 7-speed sports transmission. The combination of an AMG RIDE CONTROL sports suspension with electronically controlled damping system and new front axle, newly developed electromechanical AMG sports parameter steering, and also optional AMG ceramic high-performance composite braking system, is synonymous with maximum driving dynamics. Visually, the CLS 63 AMG impresses with its athletic appearance and distinctive exterior and interior design. The model’s standard specification also includes innovative LED High Performance headlamps.

4MATIC permanent all-wheel drive for the CLS
The new CLS, the four-door coupé is now for the first time with all-wheel drive in the guise of the CLS 350 CDI 4MATIC BlueEFFICIENCY and CLS 500 4MATIC BlueEFFICIENCY available.

As with the 4MATIC system’s set-up on a dry or wet road, directional stability and, therefore, active safety are paramount at all times when wintry conditions prevail, too. The mechanical principle of the 4MATIC system featuring a 45:55 torque split between the front and rear axles and the multi-disc limited- slip centre differential with a basic locking torque of 50 Nm offer all the right ingredients. This basic design enables high levels of traction, as the dynamic shift in axle load toward the rear axle that occurs during acceleration is harnessed to deliver more drive torque to the rear wheels. However, the multi-disc differential lock is also able to shift the drive torque between the front and rear axles, varying the split as the road conditions dictate.

The new-generation C-Class
The front and rear sections of this bestselling model have a more striking design.

Together with the optional, high-resolution colour display in the instrument cluster, the new dashboard with its elegant, grained surface and prominent decorative trim emphasises the premium character of the interior. A total of more than 2000 new components distinguish the latest generation of the Mercedes-Benz C-Class from its predecessor. Both the Saloon and Estate versions can be ordered from 10 January 2011. The European market launch will take place from March 2011.

Source: Daimler AG

Mercedes-Benz CL-Class
With a design perfected through an immaculate sense of style, highly exclusive appointments and cutting-edge technology, the extensively updated Mercedes-Benz CL-Class underscores its claim to supremacy as the summit of automotive refinement.

The entirely re-designed (435 hp) V8 biturbo engine of the CL 500 BlueEFFICIENCY, with a combined consumption of 9.5 litres premium-grade petrol per 100 km, opens a new dimension of efficiency in the luxury coupé category. In addition, a combination of cutting-edge camera and radar-based assistance systems unique in the luxury coupé segment, including the innovation of the Active Lane Assist and Active Blind Spot Assist systems, makes of the CL-Class a “thinking” partner of the driver. The modified Active Body Control (ABC) with crosswind stabilisation system and the Direct-Steer system also contribute to enhancing safety and driving enjoyment.

smart fortwo 2010
The new generation smart fortwo will be launched in the autumn of 2010 with a fresh interior look, an upgraded exterior and even more environmentally friendly engines.

There is now a choice of seven carefully coordinated colours for the exterior including trendy matt paintwork for the first time. The tridion safety cell is now optionally available in white and the new colours red and blue expand the choice of colours available for the cabrio soft top. Optional LED daytime driving lights and new alloy wheels offer even more opportunities for customisation. Fresh fabrics and colours and a new cockpit design determine the high quality interior ambience of the two-seater car. The information, communication and entertainment systems available for the new generation smart fortwo boast state-of-the-art technology.

S 63 AMG – New powertrain with the AMG 5.5-litre V8 biturbo engine
The top-of-the-range S-Class V8 model, the Mercedes-Benz S 63 AMG, is to benefit from a completely newly developed powertrain. The new S 63 AMG marks the start of a new chapter in the “AMG Performance 2015″ drive strategy.

The AMG 5.5-litre V8 biturbo engine with a peak output of up to 420 kW (571 hp) and a torque of up to 900 Nm, in combination with the unique AMG SPEEDSHIFT MCT 7-speed sports transmission, contributes towards a considerable reduction in consumption and emissions, while at the same time increasing maximum power and torque. Like all other AMG engines, the new eight-cylinder biturbo is assembled by hand in the AMG engine shop taken into commission in 2002. Highly-qualified technicians assemble the M157 according to the “one man, one engine” philosophy, maintaining the very strictest quality standards. This painstaking care is attested to by the signature on the characteristic AMG engine plate.

The new Mercedes-Benz CLS
With the world premieres of the new CLS four-door coupe at the 2010 “Mondial de l’Automobile”, Mercedes-Benz is making an emphatic statement about the power of its innovation to combine automotive fascination with the highest levels of efficiency and environmental compatibility.

What immediately strikes the eye is the innovative front design, which is reminiscent of the Mercedes-Benz SLS AMG. Visually, the radiator grille is not integrated into the bonnet but is formed separately. This highlights the long, sporty bonnet even further. The grille is dominated by the large central star, which underlines the car’s relationship to the other coupés of the brand and strengthens the brand identity. Another distinguishing feature comes in the form of the LED High Performance headlamps, which are the world’s first to offer all of the regular dynamic light functions using LED technology.

A-Class E-CELL
Following the B‑Class F‑CELL fuel-cell car, Mercedes‑Benz now introduces the new A-Class E-CELL as its second electric car built in series-production conditions.

The five-seater with battery-powered electric drive meets all the requirements for a family car for everyday use. It is based on the five-door version of the current A‑Class, and features a generously dimensioned interior and luggage compartment for maximum versatility. No compromises have been necessary in terms of space and variability, with compact storage batteries that are located extremely well-protected and in a space-saving way in the vehicle underbase. The car’s two high-efficiency lithium-ion batteries provide a range of over 200 km (NEDC). The car is powered by a quiet, locally emission-free electric drive with peak output of 70 kW (95 hp), developing a high torque of 290 Nm. A total production run of 500 A‑Class E‑CELL cars will be built at Rastatt from autumn 2010. The vehicles will be leased to selected customers in several European countries, including Germany, France and the Netherlands.

smart escooter
World premiere at the 2010 Paris Auto Show. With the purely electrically driven escooter, smart is presenting a further solution for intelligent urban mobility.

Compact dimensions, agility, high safety standards and the driving fun typical of the smart brand, not least backed by an efficient and locally emission-free drivetrain. In addition to its innovative technical solutions, the new escooter convinces with its distinctive, state-of-the-art design and simple handling. One more advantage is the integration of smartphones: the further developed smart drive kit app has versatile functions such as those of a speedometer or range indicator.

Source: Daimler AG

Mercedes-Benz SLS AMG GT3
utomotive fascination combined with spectacular racing car design – the new Mercedes-Benz SLS AMG GT3. This racing version of the gullwing model was designed as a customer sports car for competing in race series according to the near-series FIA GT3 rulebook.

Outstanding driving dynamics are ensured by uncompromising lightweight construction and specific modifications to the suspension, brakes and aerodynamics. The testing program began on the Lausitz Eurospeedway in June 2010. Bernd Schneider and Thomas Jäger were brought on board as test drivers. As well as being tried out at the Lausitz Eurospeedway and the Sachsenring circuit, the SLS AMG GT3 was also being tested on the Nürburgring Nordschleife (North Loop) – under realistic racing conditions.

Concept Shooting Break
The centrepiece of the Mercedes-Benz presence in Beijing is the world premiere of the Concept Shooting Break – a vehicle which represents a further insight by Mercedes designers into the possible future development of the Coupé concept.

Wide and flat, with a long bonnet and a roof which continues through to the rear: the Concept Shooting Break features some astonishing proportions which at the same time are clearly reminiscent of another design icon – the CLS. The design of the front is completely new, but makes use of elements which are mindful of the SLS AMG super sports car: the radiator grille, with the large star and eye-catching, bionic slats, is not integrated into the bonnet but has been designed separately. Now, this insight by Mercedes designers into the possible future development of the coupé concept will become reality. In 2012, the CLS Shooting Brake will be launched to the market.

Mercedes-Benz SLS AMG E-CELL
Mercedes-AMG is accepting the challenges of motoring of the future: the SLS AMG E-CELL is evidence of the state-of-the-art development of an exciting super sports car featuring a zero-emission high-tech drive.

Boasting a power output of 392 kW and 880 Nm of torque, the technology vehicle from AMG is able to offer exceptional performance. The gullwing with electric drive is part of the company strategy entitled “AMG Performance 2015″ which aims to continually reduce fuel consumption and emissions.

Source: Daimler AG

This basic design enables high levels of traction, firstly because the dynamic shift in axle load toward the rear axle that occurs during acceleration is harnessed to deliver more drive torque to the rear wheels. Secondly, the multi-disc differential lock is also able to shift the drive torque between the front and rear axles, varying the split as the road conditions dictate. Consequently, intervention by the ESP, 4ETS or ASR electronic control systems can be delayed for as long as possible and the bulk of the drive torque converted into tractive power, even on slippery roads. All control system interventions go virtually unnoticed, yet drivers still know straight away if they are driving on the limit, as a yellow warning symbol will flash in the instrument cluster. This serves as a prompt to adapt the driving style to the road conditions.

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The drive mechanism’s permanently engaged design offers key advantages over other systems that first need to diagnose a lack of grip before activating the all-wheel drive. The 4MATIC will have already made use of this valuable time to start transmitting drive torque via the wheels to the road.

All-wheel drive is not a substitute for winter tyres
Like any other all-wheel drive system, the 4MATIC has to abide by the laws of driving physics. The fundamental rule is that a tyre is only able to transfer a certain level of overall force to the road surface. If a particularly high degree of longitudinal force is required during acceleration or braking, for example, the available lateral force is reduced. When cornering, the reverse applies: now a large amount of lateral force is required to keep the vehicle on course, while the longitudinal force potential is restricted. The engineers’ skill in designing the drive mechanism and fine-tuning the control systems lies in their ability to exploit these correlations in such a way as to ensure the best possible handling characteristics under all conditions. The frictional coefficient µ describes the physical grip between the tyres and the ground. This figure is high on a dry road (µ = 0.9) and low on a snow-covered road (µ = 0.3).

Despite all the engineers’ efforts, it is ultimately the drivers themselves who determine how safe they are out on the road. They should always adapt their driving style in accordance with the wintry conditions and ensure that their vehicle is suitably equipped; winter tyres are absolutely essential here.

Pulling away with ease on ice and snow
When starting off in wintry conditions, certain road surface conditions are automatically detected and the interventions of the 4ETS electronic traction control system adjusted so as to achieve the greatest possible acceleration while minimising wheel slip, ensuring optimum directional stability in the process. This strategy also allows the vehicle to pull away under the most adverse conditions, such as when one side of the vehicle is on an icy slope (µ-split) or both wheels on either the front or rear axle have limited grip (µ-jump).

When starting off on µ-split, one side of the vehicle is on snow or ice and the other on asphalt. This means there are major differences in the coefficient of friction between the left and right-hand side of the vehicle. On all vehicles with open axle differentials, the wheel with the smallest friction coefficient limits the maximum transferable drive power. If the drive power exceeds the maximum transferable power, the wheels on snow or ice will start to spin and the vehicle would be unable to start off.

4ETS instantly detects this situation and prevents the wheels from spinning by building up exactly the right amount of pressure in the wheel brakes. As the wheel with the higher friction coefficient is now braced by the brake force at the wheel with the smaller friction coefficient, the 4MATIC model starts to move. After pulling away, the wheel characteristics are closely observed and the brake pressure regulated in such a way that, as far as possible, there is no difference in speed between the individual wheels. The braking force applied by 4ETS effectively simulates a higher coefficient of friction on the side of the road covered with ice or snow; ideally, this will match the coefficient of friction on the asphalt side. This produces an optimal inter-wheel locking effect at the axle differentials, resulting in the maximum possible acceleration on µ-split surfaces.

Starting off on “µ-jump” surfaces – where one of the vehicle’s axles is entirely on ice or snow and the other on asphalt – is hampered by the large differences in friction coefficient between the front and rear wheels. On vehicles with an open inter-axle differential, the axle with the lower coefficient of friction determines the transferable drive power. Whilst the multi-disc differential lock with its basic locking torque of 50 Newton metres does have a balancing effect, it is unable to compensate for these extreme differences in friction coefficient. Here again, both wheels on the axle with the lower coefficient of friction start to spin if the drive power exceeds the maximum transferable drive power at this friction coefficient. The 4ETS resolves this problem by instantly detecting spinning wheels and braking them. In this way, the braked axle with the smaller friction coefficient braces the axle with the higher friction coefficient – and the 4MATIC model starts to move.

Assured handling on wintry roads
On twisting roads covered with snow and ice, vehicle stability is primarily controlled by the 4ETS system’s acceleration skid control function regulating engine torque. The 4ETS control thresholds are adjusted according to the driving situation based on the vehicle’s longitudinal and lateral dynamic readings as continuously measured by the ESP® sensor system. To prevent the vehicle from tail-skidding, the longitudinal force when cornering must be controlled by means of engine torque regulation in such a way that there are sufficient reserves of lateral force at all times. In order to comply with this physical correlation, when cornering on road surfaces with a low friction coefficient vehicle stability is mainly controlled by the ESP and ASR acceleration skid control systems intervening to ensure that there is always sufficient lateral force in reserve.

Initially, only enough engine torque to allow the tyres to develop sufficient lateral force is transmitted to the wheels on the outside of the bend. If the ASR control function cannot restore directional stability, the ESP system will intervene by applying the brakes to stabilise the vehicle.

In contrast to the control mechanisms triggered when cornering, considerably more longitudinal force can be provided when accelerating in a straight line, as the tyres hardly have to transfer any lateral force. What is important here is that the tyres can work in the optimum µ-slip curve range. In order to achieve this, the control thresholds for engine torque regulation are raised in this driving situation. When driving on snow-covered or icy roads with low friction coefficients, the multi-disc differential lock in the transfer case takes effect, producing an inter-axle locking torque of 50 Newton metres in the powertrain. This locking effect boosts traction considerably without having any negative impact on the control systems. When the final-drive ratios are factored in, this allows 150 Newton metres to be delivered to the wheels.

In certain wintry conditions it may become necessary to deactivate the control systems using the “ESP OFF” switch. This is the case where high slip values are required at the wheels – when powering out of deep snow, for instance, either with or without snow chains. Even in “ESP OFF” mode, drivers can still count on the full support of the control systems when braking. Once back on a road surface with a normal covering of snow, the control systems should be reactivated again.

Source: Daimler AG

One of the fundamental factors in its success is the formidable performance of the 4MATIC drive concept on snow-covered or icy roads, with its high traction reserves, excellent directional stability, peerless safety and exceptional comfort levels.

The new CLS is capitalising on these benefits too. For the first time, the four-door coupé is available with all-wheel drive in the guise of the CLS 350 CDI 4MATIC BlueEFFICIENCY and CLS 500 4MATIC BlueEFFICIENCY.

As with the 4MATIC system’s set-up on a dry or wet road, directional stability and, therefore, active safety are paramount at all times when wintry conditions prevail, too. The mechanical principle of the 4MATIC system featuring a 45:55 torque split between the front and rear axles and the multi-disc limited- slip centre differential with a basic locking torque of 50 Nm offer all the right ingredients. This basic design enables high levels of traction, as the dynamic shift in axle load toward the rear axle that occurs during acceleration is harnessed to deliver more drive torque to the rear wheels. However, the multi-disc differential lock is also able to shift the drive torque between the front and rear axles, varying the split as the road conditions dictate. Consequently, intervention by the ESP, 4ETS or ASR electronic control systems can be delayed for as long as possible and the bulk of the drive torque converted into tractive power, even on slippery roads. All control system interventions go virtually unnoticed, yet drivers still know straight away if they are driving on the limit: in such instances, a yellow warning symbol flashes in the instrument cluster as a highly visible prompt to adapt their driving style to the road conditions.

The drive mechanism’s permanently engaged design offers key advantages over other systems that first need to diagnose a lack of grip before activating the all-wheel drive. The 4MATIC system on Mercedes-Benz models will have already made use of this valuable time to start transmitting drive torque via the wheels to the road.

4MATIC: stable handling on snow and ice
When pulling away in wintry conditions, the 4MATIC models are designed to develop maximum traction. To this end, certain road conditions are automatically detected and the interventions of the 4ETS electronic traction control system adjusted so as to achieve the greatest possible acceleration while minimising wheel slip, ensuring optimum directional stability in the process. This strategy also allows the vehicle to pull away under the most adverse conditions, such as when one side of the vehicle is on an icy slope (µ-split) or both wheels on either the front or rear axle have limited grip (µ-jump).

On twisting roads covered with snow and ice, vehicle stability is primarily controlled by the ASR acceleration skid control system’s regulation of engine torque. The ASR control thresholds are adjusted according to the driving situation based on the vehicle’s longitudinal and lateral dynamic readings as continuously measured by the ESP® sensor system. If vehicle stability is to be maintained, the longitudinal force when cornering must be controlled by means of engine torque regulation in such a way that there are sufficient reserves of lateral force at all times. In order to comply with this physical correlation, when cornering on road surfaces with a low friction coefficient the control thresholds for engine torque regulation at the wheels on the outside of the bend are reduced considerably so that the tyres can develop sufficient lateral force.

4MATIC: cutting-edge technology breaks new ground
The 4MATIC powertrain fitted in Mercedes-Benz passenger cars is one of the best-performing permanent all-wheel drive systems on the market. The basic design concept, with the engine installed longitudinally and the integral transmission and transfer case unit, produces a compact, lightweight arrangement that minimises frictional losses, heralding a number of benefits compared to other passenger car systems with a transverse power unit and selectable 4×4. Depending on the particular model, fuel consumption, for instance, is a mere 0.2 to 0.6 litres more per hundred kilometres than on an equivalent vehicle with conventional drive, while vibration and acoustic comfort meet the high standards expected of Mercedes-Benz vehicles.

CLS 4MATIC: stylish sportiness and dynamism in the winter too
Mercedes-Benz achieves the standard of driving dynamics which the CLS is renowned for courtesy of the highly sophisticated DIRECT CONTROL suspension with adaptive shock absorbers. The weight-optimised DIRECT CONTROL system, featuring a three-link front suspension and multi-link independent rear suspension, automatically adapts to the changing driving situation by varying the damping forces, resulting in a substantial improvement in ride comfort. The air suspension system – optional for the CLS 350 CDI 4MATIC BlueEFFICIENCY and standard on the CLS 500 4MATIC BlueEFFICIENCY – is combined with a continuously variable, electronically controlled damping system that processes a series of sensor signals and controls each wheel individually. So, not only do Mercedes customers experience the best in comfort, they reap the benefits of excellent handling safety and sporty agility too.

A snug interior with a clear view: THERMOTRONIC climate comfort
Carefully balanced control of the interior climate is especially important in the winter. This is why Mercedes-Benz offers the THERMOTRONIC luxury automatic climate control system. Apart from regulating the climate separately for the driver, front passenger and passengers in the rear, it allows individual pre-settings to be programmed too. This system furthermore includes a pollutant sensor which automatically switches to air recirculation mode if it detects any sudden increase in the carbon monoxide or nitrogen oxide levels in the outside air – when driving through a tunnel, for instance. Another highlight of the THERMOTRONIC system is the residual heat function: pressing the “Rest” button heats or ventilates the passenger compartment for around 30 minutes when the engine is switched off.

THERMOTRONIC heats up the passenger compartment extremely efficiently, even after a cold start on winter mornings. This is thanks to a heating output of eleven kilowatts, equivalent to the capacity of the central heating system in a modern family home. On the diesel models, a heat exchanger with six integral PTC heating elements (PTC = Positive Temperature Coefficient) is also activated when the outside temperature falls below a certain level in order to boost the effect of the main heat exchanger with an electrical output of around 1200 watts. The assistance from the PTC heater is necessary due to the high thermal efficiency of today’s CDI engines, which is precisely what makes them so economical and means that they dissipate considerably less heat to the coolant under partial load conditions than conventional engines.

Mercedes offers 4MATIC in 48 passenger car models
The Mercedes-Benz all-wheel drive line-up currently encompasses 48 passenger car models across ten model series and offers an impressively wide choice: besides the E-Class and the C-Class, which both come in saloon and estate variants, the 4MATIC portfolio is enriched by models from the S-Class, CL luxury coupé, CLS four-door coupé and R-Class touring SUV ranges too. There is also the compact GLK as well as the GL-Class and M-Class off-roaders. Still going strong after 30 years in production, the G-Class truly comes into its own off the beaten track and continues to rank as one of the best cross-country vehicles in the world.

All-wheel drive development expertise since 1903
There is a reason why Mercedes engineers are so skilled in the development of groundbreaking all-wheel drive concepts. The history of all-wheel drive atMercedes-Benz dates all the way back to 1903. Since then, the accepted maxim has been that all-wheel drive is the best technology for making quicker and safer progress under the most adverse conditions. Over the course of the years it has been successfully employed in a variety of Mercedes-Benz models. Some models, such as the G-Class and the Unimog, have attained legendary status all over the world. But all-wheel drive has its benefits in everyday operation on asphalt roads too, as demonstrated by the 4MATIC saloons from Mercedes-Benz. The innovative drive concept received its saloon premiere in the W 124 E-Class model series back in 1987. The 4ETS system made its debut aboard the M-Class in 1997. Mercedes-Benz has therefore amassed a wealth of experience with these electronic control systems – more in fact than any other car manufacturer.

Source: Daimler AG

The Mercedes-Benz Design Center is well known as an emotions factory. That is where the CLS was created – a vehicel that expresses „pure emotion,“ according to makers anyway. To test this bold thesis, we use an eye tracking test, to prove if the design oft he CLS really stands out.

Source: Mercedes-Benz.tv

With a total of 71 LEDs, the lights do not just provide for a distinctive appearance, but also for exellent visibility at night. How the lights are used in conjunction with the Mercedes-Benz Intelligent Light System, find out here in the DRIVE Lab.

Source: Mercedes-Benz.tv

Another first place – for the second time in succession – went to the Mercedes-Benz SLS AMG as best super sports car. Both cars received the renowned “Auto Trophy”.

Dr. Dieter Zetsche, CEO of Daimler AG and Head of Mercedes-Benz Cars, and Dr. Thomas Weber, Member of the Board of Management responsible for Group Research and Head of Development, Mercedes-Benz Cars, took receipt of the prestigious awards yesterday evening at the Meilenwerk centre in Düsseldorf. Meanwhile, the campaign for the Mercedes SLS AMG, entitled “Is it still a car?” was voted the best advertising campaign of the year. Andreas Fuhlisch, manager of Bauer Media KG, presented the corresponding award to Dr. Joachim Schmidt, Head of Mercedes-Benz Cars Sales and Marketing.

This was the 23rd annual readers’ poll conducted by “Auto Zeitung” to determine the best cars of the year. 103,848 readers cast their votes, choosing the new Mercedes-Benz CLS as the best car of the year in the luxury segment. Following on from the “Goldenes Lenkrad” award, this is the second readers’ poll to be topped by the second generation of the four-door coupé, which was only presented in August 2010.

With its fascinating and sensuous design coupled with refined sportiness, the latest version of the CLS benefits from the fact that Mercedes-Benz is a generation ahead of the competition in the luxury class, by virtue of it having founded the segment. All the engines in the CLS are new and provide for fuel savings of up to 25 percent in comparison to their predecessors. Two six-cylinder models will be available from the time of the market launch in Europe in January 2011: the CLS 350 CDI BlueEFFICIENCY rated at 195 kW (265 hp) and the CLS 350 BlueEFFICIENCY with a power output of 225 kW (306 hp) and featuring ECO start/stop function as standard. The economical four-cylinder diesel rated at 150 kW (204 hp) will follow in March and the powerful V8 with 300 kW (408 hp) of power in April. Both of these engines will also come with the ECO start/stop function as standard. Another standard feature contributing to enhanced efficiency is the electro-mechanical Direct-Steer system which is being premiered in the CLS.

The new CLS also sets new standards in the area of safety. The features on offer here for the new four-door coupé include twelve intelligent driver assistance systems. The CLS is also the first automobile in the world to offer dynamic LED High Performance headlamps as an optional extra. With these new headlamps the Intelligent Light System, which is already well established in Mercedes models with Bi-xenon headlamps, can be combined with LED technology for the first time.

The Mercedes-Benz SLS AMG has topped the readers’ poll as best super sports car for the second time in succession. With its fascinating lines and striking gull-wing doors, the super sports car evokes memories of the legendary 300 SL from the 1950s. This outstanding, thrilling design is backed up by equally exquisite engineering and technology, including aluminium spaceframe body, AMG 6.3 litre V8 front mid-engine with dry sump lubrication, a power output of 420 kW (571 hp) and 650 Newton metres of torque, 7-speed double clutch transmission in transaxle configuration and agile sports suspension with aluminium double-wishbone axles. This unique combination of high-tech features guarantees the very highest level of driving dynamics.
Vehicles from Mercedes-Benz traditionally put in a good showing in annual polls to determine the best cars of the year. In 2009 the Mercedes E-Class and the SLS AMG received the “Auto Trophy”, while in the year before the Mercedes GLK scooped this important award.

Source: Daimler AG

The combination of an AMG RIDE CONTROL sports suspension with electronically controlled damping system and new front axle, newly developed electromechanical AMG sports parameter steering, and also optional AMG ceramic high-performance composite braking system, is synonymous with maximum driving dynamics. Visually, the CLS 63 AMG impresses with its athletic appearance and distinctive exterior and interior design. The model’s standard specification also includes innovative LED High Performance headlamps.

Source: Daimler AG

Other new Mercedes-Benz models at the L.A. Auto Show will include the redesigned CL coupe and R-Class crossover lines as well as the all-new E-Class Cabriolet. In addition, an update about the launch of the fuel cell-powered Mercedes-Benz F-CELL car will take place during a press conference at the Mercedes-Benz exhibit.

High-Performance CLS63 AMG Four-Door Coupe
Center stage at the L.A. Show, the all-new 2012 CLS63 AMG will be powered by a new 5.5-liter biturbo V8 that produces more power and better fuel economy. With twin turbochargers, direct fuel injection and multi-spark ignition, the new AMG engine will produce 518 horsepower and 516 lb.-ft. of torque. The new CLS63 AMG will also come with AMG’s award-winning MCT (for multi-clutch technology) transmission and innovative systems designed to reduce fuel consumption. For even more performance, the CLS63 AMG will be available with an optional Performance Package that includes increased power – 550 hp and 590 lb.-ft. of torque.

With fresh body lines that accentuate the distinctive shape of the swoopy four-door coupe, the new-generation CLS-Class represents the first major redesign of a car that established an entirely new market segment – the four-door coupe. Defining yet another market segment in an ever-expanding and highly competitive auto industry, the CLS was the first four-door vehicle to combine the emotional appeal and dynamic design of a coupe with the comfort and functionality of a four-door sedan.

The Fuel-Cell-Powered F-CELL
In addition, an update about the U.S. rollout of the fuel-cell-powered Mercedes-Benz F-CELL car will take place at the Mercedes-Benz exhibit during news media activities prior to the public opening of the show. Essentially an electric car that makes its own power on board, the Mercedes-Benz F-CELL boasts 54 miles per gallon (EPA combined city-highway equivalent fuel mileage) and a range of about 230 miles. Running on compressed hydrogen, and with water as the F-CELL’s only exhaust emission, the hydrogen and air react without combustion in the fuel cell, producing current to run the 136-horsepower electric motor. The F-CELL is also equipped with a 35-kilowatt lithium-ion battery that stores recovered braking energy, helps provide instant acceleration and ensures fast starting in very cold weather.

The hydrogen gas is stored in 10,150-psi tanks that can be refueled in only three minutes. Beginning in Southern California, the new F-CELL car is being offered through a lease program in markets with growing networks of hydrogen refueling stations.

Other New Mercedes-Benz Models
The 2011 Mercedes-Benz CL – the company’s premium two-door coupe – is also on display at the L.A. Auto Show. Restyled for 2011, its refinements include an aggressive front hood with two wide recesses and sleeker front fenders incorporating bi-xenon headlights, LED turn signals and daytime running lights. New rear styling features dual exhaust pipes that exit through a new bumper, back-up lights integrated in the trunk lid and LED taillights.

The 2011 CL coupe line is comprised of four distinctive models. The all-wheel-drive CL550 4MATIC is powered by a 4.6-liter version of the new biturbo V8 that produces 429 hp and 516 lb.-ft. of torque. Like the CLS63 AMG, the high-performance CL63 AMG model now comes with AMG’s new 5.5-liter biturbo V8 (536 hp, 590 lb.-ft.) and AMG’s MCT transmission. The V12- powered CL600 (510 hp, 612 lb.-ft.) and the CL65 AMG (621 hp, 738 lb.-ft.) round out the 2011 CL coupe line.

The latest addition to the successful Mercedes-Benz E-Class line, the two-door, four-seat Cabriolet will share the spotlight with the CLS63 AMG and the F-CELL car. The Cabriolet features a classic fabric soft top that can be opened or closed in 20 seconds, even at speeds up to 25 mph. The two-door Mercedes-Benz E-Class Cabriolet family is available with the choice of a V6 or V8 engine. The E350 uses the latest four-valve-per-cylinder V6 engine that produces 268 horsepower and 258 lb.-ft. of torque, while the E550 model is powered by a 32-valve 5.5- liter V8 delivering 382 hp and 391 lb.-ft. of torque.

The 2011 R-Class crossover features a redesigned front hood and bolder grille as well as new fenders and headlights, sleeker side mirrors and LED taillights. A new rear bumper includes an integrated reflector, dual exhaust outlets and a black air diffuser. The 2011 interior reveals a 3D instrument cluster and “saddle” head restraints for the 2nd and 3rd row seats as well as new wood trim and seat stitching throughout.

Source: Daimler AG

Dr. Dieter Zetsche, Chairman of the Board Daimler AG and H ead of Mercedes-Benz Cars: “In 2004, Mercedes-Benz established a new vehicle segment with the four-door Coupé CLS and created a design icon. 170,000 customers around the globe show how enthusiastic this car has been received by the market. The decision to build the CLS Shooting Brake underscores the leading role of Mercedes-Benz in regards of innovative passenger car concepts and design – and that is exactly what the customers expect from us.”

Sindelfingen, as largest production location of Mercedes-Benz globally, will add another model to its manufacturing portfolio. Currently, the plant is building the C-Class Sedan, the E-Class Sedan and Estate, the S-Class and the coupés CLS and CL as well as the Maybach models and Mercedes-Benz Guard vehicles. Recently, the plant started to produce the Mercedes-Benz SLS AMG and a small series of the B-Class powered by a fuel cell. As of 2014, the Mercedes-Benz SL will also be manufactured in Sindelfingen. The decision for the CLS Shooting Brake also reflects the flexibility of the plant: The new model will be build on the same production line as the CLS and the E-Class Sedan.

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Dr. Wolfgang Bernhard, Member of the Board of Management of Daimler AG for Production and Procurement Mercedes-Benz Cars & Mercedes-Benz Vans: “This new model with its high emotional appeal is another highlight for the Sindelfingen plant. The location decision is an evidence for the significance of the plant as competence centre for the luxury class. The CLS Shooting Brake will contribute to a sustainable capacity utilization in this core location of our production network.”

The fresh and exciting interpretation of the emotionally-appealing Coupé-based design had its premiere as a show car at Auto China in April 2010. Now, this insight by Mercedes designers into the possible future development of the Coupé concept will become reality. In 2012, the CLS Shooting Brake will be launched to the market.

Dr. Joachim Schmidt, Executive Vice President Sales and Marketing, Mercedes-Benz Cars: “The CLS still makes waves with its fascinating design and wows customers for our brand. With the new generation of the CLS we expand our pioneering role in this segment. We aim to extend this success story with the CLS Shooting Brake and complement our product portfolio with another appealing model. This car is based on the great tradition of a stylish, cultivated sportiness which has always characterised the great Mercedes Coupés, and it takes this unique legacy an exciting step further. At the same time it points the way towards the future design idiom of Mercedes-Benz.”

The proportions are clearly those of a coupé: the long bonnet, narrow-look windows with frameless side windows, and dynamic roof sloping back towards the rear. It is only when taking a second look that it becomes clear that the Shooting Brake actually has four doors and a large rear lid. The model features some astonishing proportions which at the same time are clearly reminiscent of another design icon – the CLS.

It’s all in a name: the origins of the name “Shooting Brake”
Break, or the homonym Brake, was the name once given to carriages used to “break” in wild horses and also to restrict (or “brake”) their urge to move, so that they could be put to use as work horses. Since the carts could easily be broken as part of this process, people tended not to use ones which they may have urgently needed for other purposes. Where necessary, “Brakes” were often fitted out with variable bodies, which were only really used to carry along anything that may have been necessary for the hunt, for example. Any such vehicle which was used when going out shooting was called a Shooting Brake or Shooting Break. In the 1960s and 1970s motorised Shooting Breaks were popular in Great Britain – exclusive cross-over vehicles, which combined the luxuriousness of a coupé with extended space on offer and additional variability.

Source: Daimler AG

As a result, “Bild am Sonntag”, “Auto Bild” and 26 associated European publications have awarded the new four-door coupé model the “Golden Steering Wheel” – one of the most important automotive awards in Europe. This coveted award was officially presented to Dr. Dieter Zetsche, Chairman of Daimler AG and CEO of Mercedes-Benz Cars, in Berlin yesterday evening.

Ten new products in the executive and luxury class were put to the extensive reader vote for the “Golden Steering Wheel”, which was announced across the whole of Europe. The jury for the “Golden Steering Wheel” is the largest and most international in the world. In the first round, readers of “Auto Bild”, “Bild am Sonntag” and 26 European “Auto Bild” sister publications cast votes for their favourites. From Finland to Spain, and from England to Estonia, some 40 million readers decided which cars were worthy of winning the golden trophies. In the executive and luxury class, the Audi A7, BMW 5 Series, Mercedes-Benz CLS, Suzuki Kizashi and Volvo S 60 made it into the final. At the beginning of October, no less than 40 testers then put the vehicles through their paces on a test track in Balocco (Italy) over a period of three days. This is where the new Mercedes-Benz CLS emerged victorious to bring the “Golden Steering Wheel” back to Stuttgart for the 19th time.

With the CLS, Mercedes-Benz created a new vehicle category in 2003 which for the first time combined the elegance and dynamism of a coupé with the comfort and functionality of a saloon. The customers were delighted, the competition taken aback: for many years the CLS remained the only four-door coupé in its class.

The new CLS builds on the pioneering role of its predecessor yet at the same time is an entirely new edition. What immediately strikes the eye is the innovative front design, which is reminiscent of the Mercedes-Benz SLS AMG. In addition, the CLS is the first passenger car in the world to offer LED High Performance headlamps as an option, which combine the exciting colour elements of LED technology – similar to those of daylight – with the performance, functionality and energy efficiency of today’s bi-xenon generation. For the first time ever, this new light system provides the Intelligent Light System already proven in Mercedes models fitted with bi-xenon headlamps in combination with LED technology.

Viewed from the side, the typical CLS outline, with its elegantly long proportions, is the dominating feature. The front edge of the structure above the wings slopes off towards the rear. This design feature, called the dropping line by designers, represents a new interpretation of a formal design element harking back to the uniquely rich wealth of forms present in historic Mercedes sports cars. A distinctive and muscular sports car-like shoulder line above the rear axle highlights the athletic character of the new CLS.

Performance: efficiency at the highest level
Efficiency at the highest level: this is the common characteristic shared by all four engines used in the new CLS. All of the engines feature increased performance and torque compared with previous models, while at the same time boasting a level of fuel consumption which has been significantly reduced by up to 25 percent. At the time of the European market launch in January 2011, two six-cylinder models will initially be available: the CLS 350 CDI BlueEFFICIENCY producing 195 kW (265 hp), and the CLS 350 BlueEFFICIENCY producing 225 kW (306 hp) and also featuring an ECO start/stop function.

Lightweight construction and aerodynamics: important contributions to efficiency
Intelligent lightweight construction plays a decisive role in bridging the classic conflict of objectives between low weight and high strength in the new CLS. The CLS is thus the first vehicle from Mercedes-Benz to have frameless, all-aluminium doors. In addition, the bonnet, front wings, boot lid, parcel shelf, various support sections as well as major parts of the chassis and engine are all made from aluminium too.

Aerodynamics also make an important contribution to the outstanding efficiency of the Mercedes-Benz CLS. It has been possible to reduce wind resistance by up to ten percent. This is thanks to the Cd value of 0.26, which has been improved by 13 percent.

Supreme driving dynamics coupled with superlative ride comfort on long journeys
Making its world premiere in the new CLS is the vehicle’s electromechanical Direct-Steer system. This pioneering innovation is a radical step forward in the relationship between driver, car and road. This is because for the first time engineers have the freedom to freely choose and program a wide variety of parameters which can influence steering perception. More than a dozen driving assistance systems on the new CLS help to prevent traffic accidents and reduce the severity of an accident. The Active Blind Spot Assist and the Active Lane Keeping Assist are new.

Source: Daimler AG

This process enables them to see if there is another vehicle in the next lane –
in the so-called blind spot. In such situations, the system informs the driver by illuminating a red warning signal in the glass of the exterior mirror. If the driver fails to see this warning and indicates to change lanes, a warning signal sounds as well.

In an innovation from the latest stage of development, if the driver ignores warnings and the vehicle comes dangerously close to the next lane, Active Blind Spot Assist will intervene. Applying braking force to the wheels on the opposite side of the vehicle via the Electronic Stability Program ESP® creates a yaw movement which counteracts the collision course. The system intuitively deactivates as soon as the driver steers against the effects of the braking intervention or the vehicle accelerates.

If an accident can no longer be avoided in spite of correcting the direction, Active Blind Spot Assist can mitigate the consequences of a collision through course correction. Where the system detects vehicles or obstacles just a short distance away on the opposite side, it will adapt its braking intervention accordingly. To do so, Active Blind Spot Assist also uses data from the front sensors for DISTRONIC PLUS proximity control.

Brake actuation to correct the course occurs between 30 and 200 km/h. The effect is limited to longitudinal and latitudinal deceleration of 2 m/s2. When ESP® is in OFF mode, Active Blind Spot Assist is switched off. Visible warning in the exterior mirror is active up to a speed of 250 km/h.

Active Lane Keeping Assist with ESP® support
Active Lane Keeping Assist is now also linked to the ESP® for the first time. This system kicks into action if the Mercedes vehicle inadvertently drifts over a solid line to the right or left of a lane. In this case, Active Lane Keeping Assist uses the ESP® to brake the wheels on the far side in order to prevent the vehicle from crossing the line and to bring the vehicle back on course. A display on the instrument cluster warns the driver at the same time. If broken lane markings are crossed, the system controls an electric pulse generator in the steering wheel which generates vibrations for a short time – a discreet but highly effective cue to countersteer immediately. Before the braking system intervenes, the steering wheel always vibrates to provide a haptic warning.

Active Lane Keeping Assist is based around a camera on the inside of the windscreen. It is able to recognise lane markings by analysing the difference in contrast between the road surface and the boundary lines. The image processing solution informs an electronic control unit which determines and detects the position of the vehicle if it drifts out of this lane to the left or right. For maximum reliability, the new generation of Lane Keeping Assist also evaluates radar signals in addition to image processing. Only when both lane algorithms concur is braking force applied to correct the course. Unlike conventional systems of this type, the Mercedes assistance system also assesses the behaviour of the driver and is therefore able to determine whether the vehicle is leaving the registered lane intentionally or unintentionally.

Braking intervention to correct the course occurs between 60 and 200 km/h. It does not materialise if:

• ESP® is deactivated,
• the radius of the bend is less than 150 metres,
• the vehicle is driving on tyres in emergency run-flat mode,
• when braking or accelerating by more than 2 m/s², on bends with lateral acceleration of over 2 m/s² (sporty driving style).

The steering wheel will not vibrate if the driver:

• is accelerating before overtaking or joining the motorway,

• brakes sharply,

• steers into a bend,

• cuts a corner intentionally,

• uses the indicators,

• is moving back into the original lane after overtaking,

• actively countersteers.

Furthermore, Lane Keeping Assist is deactivated immediately if ABS, ESP®, Brake Assist or another active safety system intervenes.

Source: Daimler AG

The driving dynamics experts at Mercedes-Benz are making the most of this opportunity to thoroughly examine which steering characteristics are preferred both by professionals as well as regular customers when at the wheel of their cars. Extensive trials conducted in Europe and the USA using around 100 sample drivers from both camps have tested which steering behaviour is considered to be the most ideal. Initial results are already very surprising: customers on both sides of the Atlantic showed almost exactly the same preferences.
Using test vehicles in which the steering moments can be freely programmed, the engineers tested for what was perceived to be the most comfortable steering in all conceivable driving conditions.
For example, tests were conducted for:

• steering response: the time delay between turning the steering wheel and the reaction of the vehicle being felt. If this period is too short, the steering is perceived as being too jumpy. If it is too long then the steering is considered to be sluggish.

• feedback: results showed that all drivers would like to feel immediate resistance when they turn the wheel, as well as a defined increase in steering moments at increased speed and lateral acceleration.

• centre alignment and damping: this provides the feeling of secure straight-line stability at higher speeds.

• response rate: how dynamically does the steering wheel respond in returning to the straight-line position after cornering?

• physical effort: what is perceived as comfortable and appropriate when manoeuvring, driving in urban traffic, along winding country roads or on the motorway?

• the turning circle diameter and the necessary steering-wheel turns from lock to lock.

The bottom line is that Mercedes customers want precise steering which, on the one hand, offers relaxed driving at speed, and therefore high levels of stress-free comfort on the motorway; while on the other hand, features such as high manoeuvrability with few turns on winding roads are also appreciated as being highly comfortable.

A total of around 250 parameters were recorded. Their assessment has been used to define the Mercedes-Benz steering characteristics, which in future will form the basis for tuning all vehicles with electromechanical steering. The underlying feature is that the steering is perceived as comfortable across all model series, and translates well into refined sportiness.

As part of this, individual tuning according to vehicle class remains one of the core competences of the development engineers: ultimately the expectations of drivers at the wheel of an M-Class are different to those at the wheel of an SLS AMG, something which also emerged as a clear factor when developing the Mercedes-Benz steering characteristics.

Source: Daimler AG

The new features represent a further improvement of so-called “driver-fitness safety” by the company’s engineers. In addition to ride and seating comfort and also quiet running, a significant role is also played by the headlamp and windscreen wiper systems, for example, as well as the easy, safe operation of the vehicle. On top of this there are also the PRE-SAFE systems which can warn, support and protect the driver when a real risk of an accident has been detected.

Premiere: LED High Performance headlamps with complete light functionality
The new CLS is the first car in the world to feature optional LED High Performance headlamps, which combine the exciting daylight colour impression of LED technology with the performance, functionality and energy efficiency of today’s bi-xenon light generation. The new light system features the Intelligent Light System which has already been tried and tested in Mercedes-Benz models with bi-xenon headlamps. Its five light functions – country mode, motorway mode, enhanced fog lamps, active light function and cornering light function – have been specifically designed for typical driving or weather conditions.

In contrast to the first vehicles equipped with LED headlamps, no compromises are now necessary with respect to the functionality and performance of the lighting technology. There are further arguments for the LED-based lighting technology: the average operating life of an LED is around 10,000 hours, around five times longer than that of a xenon light; moreover, LED headlamps most closely approximate to the colour of daylight. This means that LED light is in keeping with the normal human perception patterns. Studies have shown that the closer the colour of artificial light comes to daylight, the less the strain on the eyes. With a colour temperature of 5500 kelvin, LED light is closer to daylight (6500 K) than xenon light (4200 K). The driver’s experience of this effect is that colour impressions at night-time seem close to daylight colours and he or she has the feeling that there is greater brightness on the road.

The light specialists at Mercedes-Benz have also been able to combine LED
technology with the innovative Adaptive Highbeam Assist for the first time, leading to a completely new level of safety at night. The basic principle behind Adaptive Highbeam Assist is as follows: if the system detects an oncoming vehicle or a vehicle in front with its lights on, the system dims the headlamps and continually adjusts the headlamp range in such a way that the cone-shaped beam of headlamp light does not reach these vehicles. There is, in addition, the Night View Assist Plus system as an option.

But good visibility is not only needed at night – and can also depend on a number of seemingly irrelevant factors. So that the CLS driver’s view when looking forward at an angle is not obscured – despite the angled coupé-like windscreen and A-pillars – the exterior mirrors are not mounted in the window triangle. Instead they have been given a new elevated position on the beltline. This improves all-round visibility, especially when turning into side streets, for example.

Premiere: Active Blind Spot Assist and Active Lane Keeping Assist
Assistance systems are becoming increasingly important these days, providing support for drivers as they perform a complex activity. In the new CLS, for example, proven technologies like ABS, ESP®and Brake Assist work alongside a dozen assistance systems to help prevent accidents and reduce their impact. These range from drowsiness detection to automatic full brake application on recognising that there is an acute risk of a collision, and from Adaptive Highbeam Assist to traffic sign recognition.

One new feature is the Active Blind Spot Assist. It warns the driver when changing lanes if a risk of collision is detected due to another vehicle in the neighbouring lane being in the so-called blind spot of the exterior mirror. If the driver ignores the warning and nevertheless initiates the lane-changing manoeuvre, the Active Blind Spot Assist intervenes. By applying braking force to the wheels on the opposite side of the vehicle, a yaw movement is created which counteracts the collision course.

Active Lane Keeping Assistis now also linked to the ESP® for the first time. This system kicks into action if the Mercedes vehicle inadvertently drifts over a solid line to the right or left of a lane. In such a case, a warning sign in the instrument cluster and vibration of the steering wheel give the driver warning. If the driver does not heed the warning in the case of the solid line, Active Lane Keeping Assist can use the ESP® to brake the opposite wheels and thereby prevent the vehicle from crossing the solid line. You can read more about these two assist systems in the section “Under the Microscope: Assist Systems”.

Premiere: Active Parking Assist including PARKTRONIC
Active Parking Assist will answer the prayers of many drivers in the chronically congested traffic areas of Europe: the CLS can not only detect parking spaces, but also help with the parking itself. This is made possible thanks to a combination of the new electomechanical direct steering (see the section entitled “Suspension”) and a series of ultrasonic sensors. This convenience system features the following functions:

• Measurement of the length and depth of potential parking spaces at a vehicle speed of up to 36 km/h

• Calculation of a suitable parking course based on the current position
of the vehicle

• Control of the steering in order to maintain this parking course.

Parking spaces are measured using two enhanced ultrasonic sensors integrated into the right and left sides of the front bumper. Depending on the speed and driving cycle, these sensors are used to measure parking spaces and also to support the PARKTRONIC functionality.

When driving at less than 30 km/h, a “P” symbol is displayed in the instrument cluster to inform the driver that the active parking space search function is enabled. If a parking space is found, an arrow appears next to the “P” symbol. By default the arrow indicates parking spaces on the front-passenger side. If the turn indicator is set to the driver’s side, parking spaces on the driver’s side will be displayed. It is not necessary to switch on the parking space search function. The ultrasonic sensors only carry out a geometric assessment of the potential parking space, and do not assess whether this free space is actually a parking space. Responsibility during the parking process also remains with the driver. If the ultrasonic sensors detect a pavement then the vehicle is parked parallel to this.

Automatic steering: this is how the parking process works
The Active Parking Assist parking process begins when the vehicle is in front of the parking space indicated by the arrow, facing the direction of travel, and the driver has engaged reverse gear and confirmed an appropriate warning dialogue with the system via the instrument cluster. The driver continues to control the accelerator and brake pedals whilst manoeuvring into the parking space. The Active Parking Assist takes over lateral guidance by controlling the electric steering in accordance with the longitudinal dynamics specified by the driver and the parking course.

The maximum speed of this parking process is limited to 10 km/h. If the speed reaches 7 km/h, a warning appears in the instrument cluster – “Parking Assist only functions up to 10 km/h” – accompanied by a warning tone. The familiar PARKTRONIC function can be used without any restrictions being imposed. The system switches off as soon as the driver intervenes in the automatic steering control process, switches off the system via the PTS (Parktronic Sensor) button, both the driver’s seat belt buckle is released and the driver’s door opened, or a system error occurs.

The entire PARKTRONIC and Active Parking Assist system comprises the following components:

• Control unit

• Ten ultrasonic sensors, two of which have an extended range

• PTS warning elements on the dashboard and in the roof lining at the rear

• PTS button

A maximum of five manoeuvres are allowed (backwards-forwards-backwards-forwards-backwards). The wheels are then straightened out again. The final parking manoeuvre is notified in the instrument cluster with the message “Parking Assist completed”, accompanied by a confirmation tone.

Wake up: ATTENTION ASSIST issues warning on detecting drowsiness
Studies have shown that around a quarter of all serious motorway accidents are caused by drowsy drivers, making this factor an even bigger cause of accidents than drink-driving. With ATTENTION ASSIST, fitted as standard in the new CLS, Mercedes-Benz is therefore making another important contribution towards helping to avoid accidents: it employs high-resolution sensors to observe driver behaviour and can recognise whether the driver is tired or not paying attention, based primarily on steering wheel movements.

The ATTENTION ASSIST system developed by Mercedes-Benz measures more than 70 parameters which are analysed to detect fatigue. This continual monitoring is important in order to recognise the gradual transition from alertness to tiredness and give the driver plenty of warning. Based on a variety of data, ATTENTION ASSIST creates an individual driver profile during the first few minutes of each journey and compares this with sensor data and the driving situation as recognised by the vehicle’s electronic control unit. Alongside values such as the steering behaviour of the driver, the Mercedes-Benz system also measures driving conditions such as speed, longitudinal/lateral acceleration, indicator and pedal usage, as well as external factors such as the unevenness of the roads, for example.

DISTRONIC PLUS: now with enhanced functions
The radar-based DISTRONIC PLUS proximity control supports the driver at speeds between zero and 200 km/h by automatically adjusting the distance to the vehicles in front. In doing so it is able to apply the brakes to bring the vehicle to a complete standstill and also accelerate it again. As a result, the system is also particularly convenient in stop-and-go traffic. If the system detects that the distance is being reduced too quickly, it warns the driver with both visual and audible signals.

With the introduction of the new generation of the CLS, the functionality of DISTRONIC PLUS has been enhanced even further. It now reacts earlier to vehicles which cut in, and the vehicle accelerates quicker when changing lanes itself and where the overtaking lane is clear. Thanks to the incorporation of information from digital maps (navigation mode), automatic control has also been further refined.

Additional assistance: from the ADAPTIVE BRAKE to the PRE-SAFE® Brake

• ADAPTIVE BRAKE: this Mercedes-Benz brake system offers assistance functions for greater safety and comfort, such as a HOLD function when waiting at traffic lights, and Hill-Start Assist which can help prevent rolling backwards when moving off on a slope.

• Adaptive Highbeam Assist:when vehicles are detected ahead of or oncoming to the vehicle, this system automatically dips the beams and adjusts the range of the headlamps appropriate to the distance.

• Brake Assist PLUS: this system is able to recognise an impending rear-end collision using radar sensors. It calculates the necessary degree of braking assistance and makes it available immediately when the driver presses the brake pedal.

• Headlamp Assist: a sensor on the windscreen detects the lighting conditions. As a result, the headlamps can be turned on automatically when darkness falls.

• Speed Limit Assist: a camera fitted behind the windscreen detects speed limit signs at the roadside and compares this data to information contained in the GPS system. The relevant speed limit is then displayed in the instrument cluster.

• Night View Assist PLUS: The display in the dashboard shows a realistic grey-scale image from an infrared camera that monitors the road ahead of the vehicle. Any pedestrians detected are additionally highlighted in the display with so-called photo corners.

• PARKTRONIC: ultrasonic sensors assist the driver when parking.

• PRE-SAFE® Brake: autonomous braking if acute danger of an accident is detected. At first the driver is given both an acoustic and an optical warning if the system identifies there is a danger of collision. If the driver does not react to this, the system brakes the vehicle autonomously. This occurs in two stages: around 1.6 seconds before the calculated impact point the system decelerates the car with around 40 percent (approx. four m/s²) of the maximum braking power, gives the driver an additional, haptic warning of the impending impact and as a precaution activates the reversible PRE-SAFE® occupant protection system. If the driver still fails to react, the PRE-SAFE® Brake activates the maximum braking power around 0.6 seconds before the now unavoidable collision – this emergency braking can greatly reduce the severity of the impact. The system therefore acts like an “electronic crumple zone”, offering the car occupants even greater protection. The PRE-SAFE® Brake is active at speeds of between 30 and 200 km/h when moving vehicles are detected in front of the car. The system also reacts if the car approaches a stationary queue of traffic, providing its speed is below 70 km/h.

Source: Daimler AG

electromechanical power steering features in the new CLS as a world first in the upper vehicle segment. This pioneering innovation offers the engineers broad scope for new tuning options and will be introduced in a large number of Mercedes-Benz models in the coming years. In addition, this steering technology also makes an important contribution to the overall efficiency of the CLS: the steering assist function only requires energy when steering actually takes place, cutting fuel consumption by up to 0.3 litres/7 g compared to the previous model.

In the new steering system the steering gear and the supporting servo-motor form a single compact unit and are mounted as previously on an extremely rigid and low-weight integral support frame made of high-strength steel which is positioned in front of the wheel’s centre line. As previously, the steering gear is designed as a direct-steer system, which means that the steering ratio becomes noticeably more direct over the steering angle. This enhances the vehicle’s handling and agility substantially.

In combination with the sensors and the control unit the new steering system allows substantially greater degrees of freedom in configuring the forces which the driver is required to apply at the steering wheel in different driving situations – from parking to fast motorway driving. Active damping enhances the feeling of safety when driving straight ahead at high speed. The desired steering feel has been defined on the basis of an extensive study conducted by Mercedes’ driving dynamics engineers.

In addition to more precise steering and a more comfortable feel at the wheel, the new electric power steering – whose production costs are markedly higher than those for the hydraulic systems employed to date – offers a range of additional advantages. Power assistance remains available when the engine is stationary, for example – whereby a control algorithm ensures that the combustion engine is not prompted to start up in ECO start/stop mode when the driver merely plays with the steering wheel while the vehicle is at a standstill. The new steering system has also enabled implementation of the “Active Park Assist” automatic parking function and relieves the strain on the driver on road surfaces which slope away towards the kerb.

The new steering system also assists with braking on a surface with vastly varying grip (split friction surface). Sensors recognise the impending yaw (the vehicle starts to turn towards the side of the lane with more grip). Through the superposition of steering moment the driver receives an impulse to countersteer. If he or she acts on this signal, the steering moment is withdrawn. Series of tests conducted with drivers have shown that deploying the Steering Assist on split friction surfaces has improved the directional stability and shortened the braking time.

The new CLS Coupé comes with a mechanically length- and height-adjustable steering column as standard. A variant featuring electric length and height adjustment with easy entry function is optionally available as part of the Memory package. The mechanical and electric versions of the steering column are height-adjustable by +/- 25 mm from the steering wheel’s home position and length-adjustable by 15 mm towards the front and 35 mm towards the rear.

The suspension: a proven design in a new guise
As on the E-Class, the front suspension takes the form of a 3-link front axle with McPherson struts, which has been especially modified for the new CLS. The key feature of this modified suspension is two individual links (pulling strut and cross strut) in the lower link plane which are positioned at a steeper angle than on the E-Class, thus raising the roll centre to 90 mm. This results in enhanced anti-roll characteristics with the same anti-roll bar diameter and added negative camber on the outer wheel when cornering. This in turn provides for enhanced suspension comfort and enables higher lateral forces to be transmitted to the road surface. The stabiliser is connected to the suspension strut. The forward-sloping pulling strut is designed as a weight-optimised forged aluminium component, while the cross strut fitted in lateral direction is a weight-optimised forged steel component. The tie rod is defined as the third link, forming part of the rack-and-pinion steering system. The arrangement and design of the wheel control parts, and in particular the manner in which the lower A-arm is divided into two individual links, offer more favourable characteristics for the axle
kinematics than the fixed A-arm. The kingpin inclination is closer to the wheel centre. This provides for large longitudinal force leverage, thus minimising sensitivity to tyre imbalances and fluctuations in braking force.

The principle of the lightweight independent multi-link rear suspension mounted on a subframe has been adopted on the CLS from the new E-Class, on account of its unparalleled wheel control qualities. All components have been modified in comparison to the suspension’s predecessor, for enhanced comfort and added driving dynamics. The new suspension has been designed specifically as a lightweight construction. Almost all wheel control parts are produced in aluminium, in order to reduce the unsprung masses. The axle’s kinematics and elastokinematics have been optimised for greater agility and contribute substantially to the vehicle’s enhanced comfort as a result of the new configuration and the attendant reduced forces. A further comfort measure is the use of an additional support for the front subframe bearing on the body, which leads to a marked increase in introduction rigidity, thereby addressing the problem of noise vibration harshness (NVH).

Suspension: selective damping as standard
The standard steel suspension of the CLS is equipped with a selective damping system. The shock absorbers adapt to the given driving situation, reducing the damping forces automatically during normal driving with minimal actuation of the shock absorbers and increasing them as necessary up to maximum level during dynamic cornering or evasive manoeuvres.

The spring struts on the front axle consist of cylindrical, lateral force compensating coils springs, dual-pipe shock absorbers and newly-developed three-phase head bearings. The front axle stabiliser is connected to the spring strut, which also assists actively in controlling the front wheels.

AIRMATIC: air suspension with continuously variable damping system
The optionally available AIRMATIC air suspension (standard for the CLS 500 BlueEFFICIENCY) is combined with an electronically controlled continuously variable damping system which controls each wheel individually. A total of seven sensors monitor the driving situation and body status and relay information to an electronic control unit which additionally processes information on vehicle speed, steering wheel angle, braking torque and engine torque to determine the ideal shock absorber characteristic. The system adjusts the damping force for each wheel individually according to the given road or driving conditions. The extremely fast damping adjustment enables high driving dynamics without compromising on comfort. In evasive manoeuvres, for example, the damping forces are adapted immediately to the vehicle’s driving dynamics. The driver is additionally able to alter the vehicle’s characteristic by means of the damping programme switch in a broad range extending from comfortable to sporty handling.

Automatic ride-height control is a feature of the AIRMATIC system. The level of the vehicle does not alter as a result of loading, ensuring that outstanding ride comfort is maintained when the vehicle is loaded. Lowering of the ride height at higher speeds reduces fuel consumption and enhances driving safety. The driver is additionally able to increase ground clearance on rough roads or on difficult upward slopes by pressing the level adjustment button.

The aerodynamic lift has been reduced considerably in comparison to the predecessor model, further enhancing braking stability at high speeds. The front-axle lift coefficient, which is crucial to driving stability at high vehicle speeds, is on a par with that of the previous CLS.

Brakes: with Hill-Start Assist and brake drying function
With the ADAPTIVE BRAKE, the new CLS offers an innovative braking system incorporating additional assistance functions for even greater comfort and safety. One example of this is the practical HOLD function: after braking to a standstill, briefly pressing the brake pedal a little further is all that is required to activate this function. The car is then held by the brakes, even if the driver’s foot comes off the brake pedal. The HOLD function is deactivated automatically when the car moves off.

If the driver’s foot moves abruptly from the accelerator to the brake pedal before an emergency stop, the brake system increases the pressure in the brake lines and brings the pads into contact with the brake discs so that maximum braking power is available as soon as the driver hits the brake pedal. This priming of the brakes allows the system to assist the standard-fit Brake Assist system.

ADAPTIVE BRAKE also has safety benefits in the wet: the system briefly applies the brakes at regular intervals to wipe the film of water from the brake discs and ensure that the brakes are able to perform at their peak. The finely metered brake pulses are imperceptible to the driver. This automatic brake drying function is always activated when the windscreen wipers have been operating for a certain length of time.
Finally, ADAPTIVE BRAKE assists the driver when starting on an uphill slope. When the sensors detect that the Coupé is stopped on an uphill slope, Hill-Start Assist is activated automatically, briefly holding the brake pressure at a constant level so as to prevent the car from rolling backwards.

Even more effective brake discs and brake booster
The brake system helps to reduce the unsprung masses through the use of floating (four- and six-cylinder models) or fixed front callipers with housings in aluminium or aluminium composite design and rear floating callipers with aluminium housings. Large front and rear brake discs provide an ideal technical basis for ensuring safe and reliable deceleration in any driving situation. The front and rear discs measure up to 360 millimetres and 320 millimetres in diameter respectively, depending on the engine version. To cool the brakes the Mercedes engineers have developed two-piece aluminium cover plates which have undergone testing in the wind tunnel. These ensure that the cooling air flows from the underbody into the wheel arches and subsequently on to the brake discs while the vehicle is in motion.

Wheels and tyres: 19-inch size available ex-factory for the first time
The four- and six-cylinder variants of the CLS feature 17-inch wheels fitted with 245/45 R 17 tyres as standard. The CLS 500 BlueEFFICIENCY is factory-fitted with 18-inch wheels and tyres in size 255/40 R 18 – this combination is available as an option for four- and six-cylinder models. Alternatively, 18-inch wheels fitted with tyres in size 255/40 R 18 at the front and 285/35 R 18 at the rear are available for all models. The 19-inch wheels which are available for the first time lend the CLS an even sportier appearance. These wheels are fitted with tyres in size 255/35 R 19 at the front and 285/30 R 19 at the rear.

The electronic stability programme which features as standard also monitors the tyre pressure and displays a warning in case of any sudden loss of pressure in a tyre. For this purpose the system continuously compares the rotational speeds of the wheels, which are primarily dependent on the vehicle’s speed, the load and the tyre pressure. The control unit additionally refers to other driving dynamics-related ESP® sensor signals, such as lateral acceleration, yaw rate and wheel torques, in order to diagnose pressure loss in a tyre. In this way the system is able to establish any deviations, informing the driver accordingly on the central display.

Source: Daimler AG

As a result of fine-tuning measures on the body and the application of technical measures such as a cooling air louver and aerodynamically optimised wheels, the Cd value – which defines the drag coefficient – has been reduced by 13%, to 0.26. Other focuses of aerodynamic development have been on reducing wind noise and keeping all surfaces which contribute to visibility free of soiling – a key element of perceptual safety.

Specifically, the key focuses of aerodynamic development work were as follows:

• New exterior mirrors, optimised in terms of aerodynamics, aeroacoustics and dirt deflection, positioned expediently on the beltline

• Aerodynamically efficient design of the front and rear aprons and the boot lid

• Improved sealing of the radiator section and utilisation of air flows to make efficient use of the available cooling air, deployment of a cooling air louver

• Flow-optimised drip rails in the area of the A-pillars

• Optimum coordination between the taper of the C-pillars and the shaping of the vehicle’s rear end

• Aerodynamically optimised underbody with wheel spoilers and extensive engine compartment and main floor panelling

• Aerodynamically optimised wheels; Aero Wheel used for the first time on the CLS 250 CDI BlueEFFICIENCY

• When the CLS is fitted with AIRMATIC air suspension, the body is lowered by 15 millimetres at speeds of over 140 km/h

Wind noise: a highly refined driving experience even at high speeds
In order to improve comfort and in the interests of a more refined driving experience at high speeds in particular, the aerodynamics and body experts have tweaked a number of details to attain a further reduction in the noise level in comparison to the predecessor model.
The following measures result in reduced wind noise:

• Optimised sealing of joints between bonnet and radiator grille

• Positioning of the exterior mirror on the beltline, optimised joint sealing between head and base of mirror

• Elaborately designed wind deflector for the tilting/sliding sunroof

• Sophisticated system of seals between the frameless doors and the body; improved sealing of door handles; increased rigidity of the doors themselves

• Damping package at many points of the body to reduce low-frequency noise

Protection from soiling: further improvement in vision and visibility
The areas of the side and rear windows of relevance to safety remain free of soiling when driving in rain at between 80 and 160 km/h, thanks to effective channelling and drainage of the incoming water. A water runnel with continuously diminishing height and an optimised roof trim strip channel water which lands on the front windscreen along the roof. The mirror positioned on the beltline additionally helps to keep the side window free of soiling more effectively than a traditional bridge mirror.

The water flowing over the roof is diverted away from the rear window by means of a coordinated water management system comprising channels to the left and right of the rear window through which the water flows down.

Source: Daimler AG

How the ECO start/stop system works in detail: as a general principle, the engine is switched off every time the vehicle comes to a standstill (auto-stop function. Restarting the engine (auto-starting function) takes place almost imperceptibly; and moving off without any noticeable time lag compared to a stationary vehicle with its engine running. This rapid action is attributable to two special features: a crankshaft Hall sensor which is able to identify the rotational direction of the crankshaft enables the engine control unit to identify the cylinder in which the piston is ideally positioned for starting.

The fuel is injected into this cylinder first, thereby speeding up the starting process. An additional electric transmission oil pump supplies the clutches of the automatic transmission with oil pressure prior to starting, so as to enable a swift resumption of the journey after direct starting of the combustion engine via the ECO start/stop function. The starter motor (starter) has also undergone thorough modification: it is now designed to cope with eight times as many starting procedures, ensuring that it will last a car’s lifetime in continuous urban driving involving frequent auto-starting. In addition, the on-board electrical system is supported by a second battery.

Preconditions for the ECO start/stop function
It is not always expedient for the engine to be shut down automatically when the vehicle comes to a standstill. The auto-stop function will therefore only be initiated if a number of conditions are met:

1. The combustion engine must have attained the necessary operating
parameters (e.g. the minimum coolant temperature).

2. The relevant conditions relating to the vehicle must be met (e.g. sufficient voltage in the on-board electrical system, the interior climate has been regulated following the key start, the accumulator for the air suspension or brake system is sufficiently full). And the vehicle must be stationary, of course.

3. The relevant conditions relating to the driver must be met: the transmission selector lever must be set to D or N; no movement of the accelerator or the steering wheel; the driver’s foot must be on the brake or the HOLD function must be active; the doors must be closed, the driver’s seat belt must be fastened and the bonnet must be closed.

4. The ECO start/stop must not have been switched off via the ECO button.

5. Relevant speeds must have been exceeded after starting with the ignition key or during manoeuvring, for example.

Auto-starting takes place when the engine is in auto-stop mode, i.e. when the engine has been shut down via the engine-stop function and the ignition remains switched on. One of the following conditions must also be met:

• The accelerator pedal is pressed.

• Position “R” is selected on the transmission.

• The transmission selector lever is moved out of position “P”.

• The brake pedal is released and Hold is not activated and the parking brake is released and the transmission selector lever is not set to “P”.

• The ECO start/stop function is switched off via the ECO switch.

• The vehicle begins to roll.

• A function linked to running of the engine, e.g. raising of the ride height, is activated by the driver.

But the start/stop function can think beyond that: it is also able to start the engine automatically as an intelligent comfort and safety function. The engine control unit starts the engine automatically, without any intervention on the part of the driver, when one of the following conditions is met:

• A vehicle-related precondition for the auto-stop function, such as the conditions pertaining to air conditioning, the on-board electrical system, the brake system, the chassis and other vehicle-related influences, is no longer met.

• The driver releases his seat belt or opens the driver’s door. Automatic starting takes place in order to prompt the driver to actively switch off the engine by turning the ignition key to position 0, prior to leaving the vehicle. This ensures that the ECO start/stop system is safely deactivated when the vehicle is parked.

To provide the driver of the CLS with the necessary assurance that the ECO start/stop function is working at all times, the availability of the auto-stop function is indicated by the ECO symbol on the multifunction display of the
instrument cluster:

• Green = all conditions are met, engine will be shut down when the vehicle stops.

• Yellow = ECO is active, but conditions are not met.

• No ECO symbol displayed = ECO is switched off or has been deactivated due to an error.

Source: Daimler AG

• “Homogeneous stratified combustion”(HOS): this is a combination of homogeneous lean-burn and classic stratified combustion. With the engine unthrottled (throttle valve open), the first injection is sprayed into the intake stroke, forming a homogeneous basic mixture. Actual “stratified” injection takes place during the compression stroke before ignition and is a single or double injection depending on the characteristic map.

• “Homogeneous split”(HSP): in this homogeneous combustion process, more than 95 percent of the fuel is singly or multiply injected, followed by a very small “ignition” injection to stabilise combustion. This is used when combustion conditions are difficult.

In order to ensure that the lean mixture is also ignited reliably at all times, the third-generation direct injection system also features “rapid multi-spark ignition” (MSI). Following the first spark discharge and a brief combustion period, the coil immediately above the corresponding spark plug is recharged rapidly and a further spark is discharged. The MSI system enables up to four sparks to be discharged in rapid succession within one millisecond, creating a plasma with a larger spatial expansion than conventional ignition. The extension of the lean-burn operating phases means that a suitably light touch on the accelerator and a consistent driving style now make it possible to attain extremely favourable fuel consumption figures at speeds up to about 150 km/h.

Lower fuel consumption, greater smoothness
Both the new V6 and the new V8 from Mercedes-Benz have aluminium crankcases, pistons and cylinder heads. The crankshaft, connecting rods and valves are of special forged steel. Through thoroughgoing lightweight design and intensive fine-tuning of details, engine friction also was reduced compared with the previous engine, by 28 percent.

Less power is required to drive the engine accessories. The Mercedes engineers achieved this through a number of measures. They include an optimised water pump with second-generation thermal management, a demand-controlled oil pump, a volume-controlled high-pressure fuel pump and an intelligent alternator management system.

Cylinder head with new camshaft adjuster
In addition, new variable, hydraulic vane-type camshaft adjusters were developed for the intake and exhaust sides. These now have a large adjustment range of 40 degrees with reference to the crankshaft and are 35 percent faster than before. The extreme compactness of the camshaft adjusters was achieved by the new, two-stage chain drive. This drives two short secondary chains – one per cylinder bank – via a primary chain and an intermediate gear. All three chains can be individually adjusted via a chain tensioner. This results in low tensioning forces and low chain dynamics, ensuring consistent timing and outstanding acoustic properties, with friction reduced even further. In short, the new chain drive is compact and ensures low-noise operation.

The coolant ducting in the cylinder head is also completely new. Rigorous reduction of hydraulic pressure losses and detailed improvements to the cooling system as compared with previous systems have made it possible to reduce the operating energy input of the water pump despite an increased engine output and cooling requirements. It was possible to cut component weights by the concerted replacement of aluminium and steel by plastics, for example in the thermostat, belt pulley, impeller, heater valve and hydraulic lines. Depending on the load on the components, the flow of coolant is regulated to various target temperatures between 80 and 105 degrees Celsius. New is the extended temperature range in which heat primarily is supplied to the interior. It means that during the warm-up phase of the engine the temperature of the vehicle interior now reaches the selected setting more quickly at low ambient temperatures.

Source: Daimler AG

The result represents clear evidence of the contribution made by the passive safety systems of Mercedes-Benz to reducing the consequences of an accident. The main prerequisites for this include a stable body structure as well as a whole host of sophisticated restraint systems. With nine airbags fitted as standard, not to mention four seat-belt tensioners and belt-force limiters as well as NECK-PRO crash-responsive head restraints for the driver and front passenger, the new CLS offers an even more extensive package of safety equipment than the previous model. The airbags, which can deploy in a matter of milliseconds in the event of an accident, include two adaptive airbags for the driver and front passenger, a kneebag for the driver, two sidebags in the front-seat backrests and two large windowbags which extend from the A-pillar to the C-pillar during a side impact. For the first time, pelvisbags are included as standard for front seat passengers, which in the event of a side collision can help to reduce loads in the pelvic area. Sidebags are also available for the rear as an optional extra, which means that the new CLS makes a total of eleven airbags available for occupant protection.

Three-point automatic safety belts with belt tensioners and belt force limiters are fitted as standard for the driver, front passenger and rear passengers. Mercedes-Benz is offering adaptive belt force limiters for the rear seats as an option. These adapt to the size of passengers automatically. The system detects whether the rear seat passenger is large or small as soon as the seat belt is put on, based on the length of the pulled-out seat belt, and can adapt its protective effect accordingly. The maximum belt force is activated immediately if the rear passenger is large in size, while in the case of smaller occupants the force exerted by the belt is initially set to a lower level.

For the first time Mercedes-Benz is offering the CLS with ISOFIX, the international standard securing system for child seats. The mechanism is fitted as standard and comprises two retaining brackets in each rear seat position, in the gap between the back rest and seat cushion, as well as an additional third anchor point, the so-called top tether.

NECK-PRO is the name Mercedes-Benz has given to a crash-responsive head restraint whose development, like that of PRE-SAFE® and other Mercedes-Benz innovations, is based on analyses of real accidents. NECK-PRO is an effective means of reducing the risk of whiplash injuries during a rear-end collision. If the sensor system detects a rear-end collision with a defined impact severity, it releases pre-tensioned springs inside the head restraints, causing the head restraints to move forward by about 40 millimetres and upwards by 30 millimetres within a matter of milliseconds. This means that the heads of the driver and front passenger can be supported at an early stage.

The occupant protection system PRE-SAFE®: preventive measures reduce the consequences of an accident by up to 40 percent
In 2002 Mercedes-Benz became the first automotive brand to offer an anticipatory occupant protection system which can initiate measures to protect the occupants of the vehicle if there is an imminent risk of an accident: PRE-SAFE®. Mercedes-Benz’s intelligent approach takes its lead from nature: PRE-SAFE® activates protective measures for the car occupants as a precaution, just as living things react instinctively and search for cover when they are in danger. The aim is to prepare the occupants and vehicle for an imminent collision so that the seat belts and airbags are able to fulfil their protective function to the full during an impact. What’s more, the PRE-SAFE® protective measures are reversible: if the accident is averted, the advance tensioning of the seat belts is halted automatically and the occupants are able to reset the positions of the seats and the sliding sunroof. The anticipatory occupant protection system is then ready for action again straightaway.

Early accident detection is possible because PRE-SAFE® is an intelligent synergy of active and passive safety. It is linked to Brake Assist and the Electronic Stability Program (ESP®), whose sensors detect potentially critical driving situations and send the relevant information to the electronic control units within a matter of milliseconds.

The new CLS is able to offer even more preventive measures ahead of an imminent accident than ever before:

• Whereas PRE-SAFE® previously responded to emergency or panic braking – in other words when the driver hit the brake pedal reflexively – the system in the new CLS can also be activated if the optional DISTRONIC PLUS has detected an impending collision with the aid of short and long-range sensors, and a certain level of delay in braking has been exceeded. The occupants are prepared for the collision by tensioning of the seat belts and repositioning of the front-passenger seat (if the seat memory function is installed) – which is also optionally available with fully electric seat adjustment – enabling the seat belts and airbags to offer the best possible protection.

• The active multicontour seat (optional extra), ensures that the driver and front passenger are seated even more securely, thereby limiting dangerous whiplash movements by the upper body in the event of an accident. If the PRE-SAFE® control unit detects a critical driving situation, it immediately activates the air chambers in the seat cushions and backrests. These then envelope the seat occupants and give them support.

• Tests at the Mercedes-Benz Technology Center have shown that this PRE-SAFE® function and preventive belt tensioning increases the distance between the shoulder and the inner door lining by up to 40 millimetres at a lateral acceleration of 0.6 g. This enables the sidebag to fulfil its protective function even more effectively.

PRE-SAFE® triggers the following anticipatory measures:

When installed in combination with DISTRONIC PLUS, PRE-SAFE® also uses the information provided by the short-range radar sensors in the front bumper to tension the front seat belts at the very last moment before an unavoidable collision, thus reducing the forces exerted on the driver and front passenger during the crash. This PRE-SAFE® function is literally the “ultima ratio” of anticipatory occupant protection, since the accident occurs around 200 milliseconds later.

Source: Daimler AG

As regards the drive system, customers will at first have a choice between four petrol and diesel engines, with four, six and eight cylinders and an output range of between 150 kW (204 hp) and 300 kW (408 hp), or 2143 to 4633 cc displacement.

A total of 12 different paint finishes, including the SHAPE manganite grey matt paintwork, can be combined with the five interior colours – black, alpaca grey, almond beige, aubergine and porcelain. Three different versions of leather upholstery are available to choose from: leather (nappa leather), PASSION leather (a fine semi-aniline leather) and Exclusive PASSION leather (where also the instrument panel and beltline are leather-covered). There are five different finishes available for the trim elements – brown high-gloss burr walnut, black high-gloss ash, satin-finish light brown poplar, black piano lacquer as well as AMG carbon fibre for the CLS Edition 1. In this way, customers purchasing a CLS can, according to their own tastes, choose to accentuate either fresh naturalness or elegant sportiness.

Countless optional extras make it possible to individualise one’s CLS further – including opting for active multicontour seats, LED High Performance headlamps, Keyless Go and the harman/kardon sound system, as well as many support systems including the new Active Blind Spot Assist and Active Lane Keeping Assist with brake actuation. Over and above this, Mercedes-Benz has put together three packages offering appropriate combinations of optional extras.

A customer opting for the Exterior Sports package will get a CLS with visible, chromed tailpipes. The Sport CLS also has a lowered suspension with sports tuning, alloy wheels in size 18 or 19 (and, optionally, in anthracite) and a trim element in black on the rear bumper.

The AMG Sports package comprises a multifunction sports steering wheel in nappa leather in the 3-spoke design, with flattened bottom section, aluminium pedals, AMG bumpers to the front (with single-louvred grille) and rear, AMG alloy wheels in size 18 or 19, AMG floor mats, visible tailpipes, and in the interior, in combination with black leather seats, light-coloured felled seams on the seats, headrests and armrests. With the AMG Sports package, the automatic transmission has a third shift programme – M – which allows the gear to be selected manually using the paddles on the steering wheel. In addition to this, the adaptive suspension is more sportily tuned.

The Exclusive package combines seats in fine semi-aniline leather with nappa leather for the instrument panel, centre console and parts of the door trim. The roof lining is made of alcantara. The Exclusive package, which also includes ambient lighting, is available with all the interior colours and trim elements.

The CLS “Edition 1″ will be available for a limited period of one year following market launch. The distinguishing features of this special model are the SHAPE matt paint finish in manganite grey; the leather upholstery in designo corteccia tundra brown pearl which has a metallic shimmer to it; floormats with Edition 1 lettering; a black roof liner; and aluminium pedals. For the interior trim elements in the Edition 1 there is a choice between satin-finish light brown poplar, black piano lacquer or AMG carbon fibre.

Soure: Daimler AG

Source: Daimler AG

Thanks to third-generation BlueDIRECT injection technology, the V6 petrol engine in the CLS 350 BlueEFFICIENCY is 25 percent more economical than before, despite an increase in maximum output of 10 kW: it now consumes just 6.8 litres per 100 km and matches its diesel counterparts in terms of CO2 emissions at 159 g/100 km, making them the global role models in their performance class. Advances in efficiency which are every bit as impressive are also to be expected of the V8 engines. The CLS 500 BlueEFFICIENCY will become available during the course of the coming year. The CLS will also become available then with 4MATIC all-wheel drive for the first time.

Setting entirely new standards for efficiency in the luxury segment is the CLS 250 CDI BlueEFFICIENCY. Available for the first time in the four-door Coupé, the four-cylinder direct injection diesel engine has already enthralled customers of the E-Class. With an output of 150 kW (204 hp), a top speed of 242 km/h and a full 500 Nm of torque, it provides complete driving pleasure yet will astound you when filling up with its consumption figures comparable to those of a compact car: on average the CLS 250 CDI BlueEFFICIENCY uses 5.1 litres per 100 km, which is equal to CO2 emissions of 134 g/km.

In addition to optimisations in the powertrain – all CLS models are fitted with the enhanced 7G-TRONIC PLUS automatic transmission as standard – the sophisticated ECO start/stop system helps to ensure extreme efficiency even when driving in urban traffic. Like the petrol models in the CLS range, the CLS 250 CDI BlueEFFICIENCY is fitted with this system as standard.

The ultimate diesel: the V6 engine in the CLS 350 CDI
195 kW(265 hp) and 620 Nm of torque: the excellent diesel engine in the CLS 350 CDI BlueEFFICIENCY is now even more powerful and boasts a correspondingly superior performance. The Coupé accelerates to 100 km/h in 6.2 seconds, and has a top speed of 250 km/h. And despite the increase in output of 30 kW and the additional tractive power of 80 Nm, the V6 consumes a fifth less fuel than previously, at 6.0 litres per 100 km.

To achieve this, the Mercedes engineers have basically revised the engine. It now has improved engine management in the form of new-generation control units and new software, new sensors and actuators, and more efficient aftertreatment in the maintenance-free diesel particulate filter system with reduced back-pressure. In addition to more effective cooling of recirculated exhaust gas using a variable bypass valve, the in-engine measures include a reduction of the compression ratio from 17.7:1 to 15.5:1, an optimised VNT turbocharger with low-friction shaft bearings for greater agility and high output, new injection nozzles and revised ducting in the intake tract. A whole package of measures has resulted in substantial fuel savings: these include generally lower in-engine friction (through precision honing of the cylinder walls, amongst other measures), more efficient thermal management, an improved compound oil pump and modified cylinder head cooling. With an engine idling speed of 520 rpm, a new optimum value has also been achieved.

The diesel engines of the new CLS at a glance

Petrol engine with BlueDIRECT: the most efficient form of direct injection
The second generation of direct petrol injection made its debut in the CLS 350 CGI introduced in 2006. The six cylinder unit was the world’s first petrol engine with piezo-electric direct injection and spray-guided combustion, and as such achieved a fuel saving of around ten percent compared with its predecessor with port injection.

Now the third generation of direct petrol injection is celebrating its world premiere, this time in the new CLS. Christened BlueDIRECT, this innovation is helping to establish the V-engines of Mercedes-Benz as the world benchmarks, enabling a further reduction of 20 percent in fuel consumption to be achieved solely through in-engine measures. The key data of the CLS 350 BlueEFFICIENCY include: 225 kW/306 hp (plus 10 kW), 370 Nm (plus 5 Nm), fuel consumption of 6.8 litres per 100 km (minus 2.3 litres). The CLS 350 BlueEFFICIENCY accelerates from 0 to 100 km/h in 6.1 seconds, and achieves a top speed of 250 km/h.

The V6 petrol engine with BlueDIRECT technology in the CLS 350 BlueEFFICIENCY differs from its predecessor in the following key areas:

• 60° cylinder angle and omission of balancer shaft
• Extended lean-burn operation, lean-burn system with load monitoring from pressure information, new combustion system operating modes
• Multi-spark ignition
• Resonance intake manifold
• Latest generation of piezo injectors
• Enhanced cooling circuit control and optimisation
• Enhanced oil circuit control and optimisation
• Increased output and torque

BlueDIRECT: third-generation direct injection
Direct petrol injection with spray-guided combustion, which Mercedes-Benz was the first car manufacturer to introduce in series production, has been developed further by the engineers into third-generation direct petrol injection with spray-guided combustion. The system pressure is now up to 200 bar and is variably optimised according to the engine’s characteristic map. Completely newly developed piezo-electric injectors allow up to five injections per power stroke for the best possible mixture formation, while multi-spark ignition helps to ensure reliable combustion of the mixture. Further details on direct injection can be found in the section “Under the microscope: lean-burn mixture”.

While the V6 unit is a naturally-aspirated engine, the new, technically similar
V8 engine, which is due to be introduced during 2011 as the CLS 500 BlueEFFICIENCY, features biturbocharging for the first time, previously only seen in the 12-cylinder engine used in the S-Class. It too has direct injection but was designed for countries without sulphur-free fuel and is therefore run in a homogenous mode through the engine’s entire characteristic map. Despite a significantly smaller displacement (4633 cc; previously 5461 cc), the eight-cylinder unit made considerable gains in terms of output (300 kW/408 hp; previously 285 kW/388 hp) and torque (600 Nm; previously 530 Nm). At the same time consumption has been significantly reduced. It is expected to achieve a saving in the region of 25 percent. Further details on the new engine generation can be found in the section “Under the microscope: innovative engine technology”.

The petrol engines of the new CLS at a glance

ECO start/stop function: significantly reduced consumption in urban traffic
When the car is at a standstill, the engine does not need to be running and therefore does not need to consume fuel. Recognition of this essentially simple fact is behind the ECO start/stop function, which is available for the first time in the CLS with the 7G-TRONIC PLUS automatic transmission. In order to implement the auto start and auto stop function with a very high level of comfort in a Mercedes-Benz, it has been necessary to develop complex control logistics and a series of new or modified components, such as a Hall sensor for the crankshaft and a high-output starter motor. That’s because Mercedes drivers should only really notice the forced breaks taken by the engine when they are at the filling station – thanks to consumption figures which are up to eight percent lower in urban traffic and five percent lower in the ECE consumption cycle. In the case of the CLS 250 CDI BlueEFFICIENCY, CLS 350 BlueEFFICIENCY and CLS 500 BlueEFFICIENCY models, the ECO start/stop system is fitted as standard. More details can be found in the section “Under the microscope: ECO start/stop function”.

Smaller tank, same range
Because the new CLS models consume significantly less fuel, it has been possible to reduce the filling volume of the fuel tank in the four and six-cylinder models to 59 litres. The 80-litre tank comes as standard on all V8 engines, and is offered as an optional extra on all CLS variants with the 59-litre tank.

7G-TRONIC PLUS automatic transmission available for the first time with the four-cylinder diesel
All CLS models come with the 7G-TRONIC PLUS automatic transmission as standard, for which the torque converter and main transmission have been developed and improved further with regard to fuel consumption and comfort. The new generation of the torque converter provides an improved dynamic response, better durability and reduced noise and vibration levels thanks to a new hydraulic circuit, as well as enhanced dampers and torque converter housing. The extreme wheel-slip reduction of the torque converter housing, combined with larger mechanical damper de-coupling, helps to reduce consumption significantly. In addition, the gearshift program in ECO mode has been changed in favour of lower engine rpm at cruising speeds.

With friction-optimised bearings and gaskets, as well as a new automatic transmission oil (FE-ATF) with reduced viscosity combined with an enhanced additive package, the transmission itself also contributes towards reducing consumption. When the cooling limits are observed, the increased service life of the new oil results in new oil change intervals of every 125,000 kilometres (new) instead of once every 50,000 kilometres (old). The improved electrohydraulic assembly of the transmission and the new friction-reducing materials used on certain transmission parts, combined with optimised software, also lead to better shift quality.

The CLS will also be available with 4MATIC all-wheel drive for the first time in the autumn of 2011.

Source: Daimler AG

These are made from deep-drawn aluminium panels with extruded sections, and in comparison with conventional steel doors, are some 24 kilograms lighter. This is not only beneficial to the environment, operating convenience is increased too: the Coupé doors can be opened and closed more easily, particularly on an incline. The new construction has called for new joining techniques: instead of welding, a combination of gluing and riveting has been used.

In order to assure quality, in the production process the doors are positioned in the frames by extremely precise robots; and the side windows are fitted with the greatest precision using laser measurement technology. As a result, this door design meets the same seal requirements as for the door frames on a saloon, which has to be demonstrated in a Mercedes internal test (one of several) in which it is subjected to high-pressure testing with water pressure at 80 bar. To put this in context: this pressure is about five times higher than the pressure needed by an espresso machine to produce a good crema.

Apart from the doors, the bonnet, front wings, boot lid, parcel shelf, various support profiles and substantial parts of the suspension and engines are all made of aluminium. The front end is a hybrid construction made of aluminium panels and plastic strengthened with fibre-glass. The one-piece aluminium crash boxes in the front area are fitted in the side members and are screwed into the side with them.

The large front bumper with the integral grille with the centred star is made of polypropylene. The materials experts at Mercedes-Benz have worked together with the experts from the supplier of this part to develop the plastics formulation, which has a specific talcum content of 15 percent, in order to achieve an optimum compromise between weight and rigidity, as well as excellent thermal properties. As supporting structure for the bumper there is a front end which is a hybrid construction of aluminium sheet and plastic strengthened with fibre glass. For every CLS, special adjustable fixtures are used to ensure the front fits exactly and the gap dimensions are the same all round.

About 72 percent of all panels used for the bodyshell of the new CLS are made from rigid and ultra-rigid steel alloys. The ultra-rigid high-tech alloys, which have three to four times more tensile strength than conventional rigid types of steel, account for around eight percent of total weight. They are deployed in areas in which there could be extreme material stresses in the event of an accident – for example, in the event of a side-on collision, in the B-pillars and side frame of the roof; as well as in the rear, to create a stable crossmember.

Front-end structure: crumple zone on four levels
Compared to the previous model series, the Mercedes engineers have further enlarged the deformation zones substantially in the front and rear sections of the new CLS, as well as improving the energy flows. The front crumple zone has four independently acting impact levels, meaning that the forces can be distributed over a wide area while bypassing the passenger cell.

• Sectional panelsabove the wheel arches form the upper side-member level. From here, the impact forces are channelled into the A-pillars and, subsequently, into the roof frame.

• An aluminium crossmember connects the forward-extended side members and ensures that the forces are transferred to the side facing away from the impact. The crossmember and the forward-extended side members form the central impact zone.

• The subframe to which the engine, steering and front axle are attached also serves as an impact level in the event of a frontal collision. It is made of high-strength steel and, depending on the engine variant, can be connected to the newly developed floor side members by means of special supporting tubes. As a consequence, the subframe can deform in a predetermined manner and absorb energy in the event of a crash on the one hand and channel high impact forces straight into the vehicle floor on the other.

• The side skirts have been extended forwards to support the wheel and prevent it from entering the footwell in the event of an offset frontal collision. In order to provide specifically targeted front-wheel support and location, Mercedes-Benz has also developed special struts and additional energy-absorbing elements for the wheel arches. The struts are arranged diagonally and prevent the passenger cell from sinking in the event of an impact.

The firewall is a four-part construction. This design enables Mercedes engineers to vary the material thickness according to the level of vulnerability in an accident. As the load acting on the firewall during a frontal crash is greatest in the lower section, the sheet steel used here is almost 50 percent thicker.

As well as being a major reason behind the high level of impact resistance, this intelligently designed bodyshell not only enhances ride comfort, it also reduces noise and vibration. The Sindelfingen engineers paid particular attention to the connecting points between the suspension and the bodyshell, which are required to withstand very high forces. These were specifically reinforced to ensure that road-induced vibrations are not transferred to the body at the expense of driving enjoyment. An indicator of the excellent overall result is the static flexural strength of the bodyshell, which shows a 28 percent improvement over its predecessor. Torsional strength increased by six percent.

Passenger cell: custom-designed floor panels and robust load-bearing sections
The passenger cell of the new CLS has been shown to be a structure which is virtually immune to deformation and which keeps the occupant space intact, even at high impact speeds, regardless of whether the collision is head-on, from the rear or from the side, or whether the vehicle rolls over. The use of high-strength steel and thicker panels plays as important a role here as the installation of additional load-bearing members.

The main floor assembly thus consists of different sheet-metal plates that either undergo flexible rolling or are welded together by laser beam and subsequently shaped. Flexible means that the high-tensile steel can be processed in such a way that areas with different steel thicknesses can be produced within a single component. The middle blank forms the tunnel – the actual backbone of the passenger cell. Here the thickness of the custom-designed panels varies between 0.7 and 1.1 millimetres, and between 1.55 and 2.0 millimetres for the tunnel reinforcements, depending on the stresses and loads to which they are subjected.

The continuous floor side members, the insides of which are further reinforced with extra sections, are very important both for occupant protection and the rigidity of the bodyshell. Their front faces connect to the side members, thereby lengthening the load-bearing paths along which forces can be distributed in the event of an impact. At the rear, the floor side members extend as far as the crossmember beneath the rear seat unit to stabilise the entire floor structure.

The Mercedes engineers have also incorporated sturdy aluminium transverse sections – known as transmission tunnel braces – into the floor assembly. One is located beneath the transmission, and is designed to direct forces to the side of the vehicle facing away from the impact in the event of a side-on collision. The second forms a connection between the two side members. It likewise braces the floor assembly and is able to channel impact forces into the floor structure at an early stage following a side-on collision.

Rear-end structure: side members with specifically graduated material thicknesses
Multi-piece side members and a robust, flexible crossmember made from ultra-high-strength steel form the key components of the rear-end structure. The rear side members are continuous, closed box sections with carefully graduated material thicknesses. These are able to absorb high forces, thereby making a decisive contribution to occupant safety in the event of a rear impact. The bolt-on flexible crossmember is manufactured using a flexible rolling process which likewise allows the material thickness to be varied as required. Accordingly, the material thickness on the outside of the crossmember – where impact loads are highest – is greater than on the inside.

Source: Daimler AG

for many years the CLS remained the only four-door coupé in its class and since October 2004 it has been the car of choice for some 170,000 buyers worldwide. A surprisingly large number of them were buying their first Mercedes-Benz at the time. “Customers all over the world have rewarded us for our courage in launching a completely new vehicle concept onto the market,” explains a delighted Dr Joachim Schmidt, Head of Sales & Marketing for Mercedes-Benz. “And with its exciting design and refined sportiness, the new edition of the CLS also benefits from the fact that we are a whole generation ahead of the competition with our four-door Coupé.”

The first CLS, which first appeared as a study entitled “Vision CLS” at the IAA in 2003, was, as a design icon, a clear statement: 64 percent of European customers bought it on the grounds of its design. This was the clear result of the New Car Buyer Survey. The fact that its shape and form has a timeless beauty is demonstrated not just by the countless design prizes won but also by winning the German industry magazine “Motor Klassik” readers’ award: in 2009 the CLS was voted “the Classic Car of the Future”.

With its out-of-the-ordinary design, the new CLS is following on in the footsteps of its predecessor and will appeal to car connoisseurs who appreciate sense and sensibility. In addition to its special shape and form, and the perfect craftsmanship deployed, it also fulfils its technical role as an innovator: so it is that the new CLS is launched from the start with completely new engines. In combination with further measures to increase efficiency such as the ECO start/stop function or the more advanced 7-G-TRONIC PLUS automatic transmission, this gives a saving in fuel consumption of up to 25 percent. Further brand-new features include the Active Parking Assist and the LED High Performance headlamps, which for the first time offer all the dynamic light functions in LED technology. Given the CLS customers’ traditional willingness to accept innovations, market researchers for Mercedes are already forecasting take-up rates for both innovations of over 80 percent.

Europe will be the largest market for the CLS: with an estimated share of sales of 46 percent, nearly every second CLS is expected to be delivered to the ECE states. It will go on sale in January 2011. In North America, where only the two most powerful models will be sold, the market launch will take place four months later.

Source: Daimler AG