Since 1997 the ÖkoTrend institute has been publishing an environmental ranking for cars on an annual basis. In order to reach a conclusion the institute evaluates the environmental compatibility of several tens of thousands of data relating to around a thousand car models in twelve categories. This stringent assessment includes information on consumption, pollutant emissions, manufacturing, logistics, recycling and the manufacturers’ environmental systems.

This year two models from Mercedes-Benz celebrated victories – the S 250 CDI BlueEFFICIENCY in the luxury class and the ML 250 BlueTEC 4MATIC in the “SUV” category. This led to their “AUTO TEST WINNERS in GREEN!” awards from the specialist publication AUTO TEST.

Both of the winning models are driven by the same base engine: a four-cylinder diesel unit with direct injection and turbocharging. It has a displacement of 2143 cubic centimetres, from which it delivers an output of 150 kW (204 hp), placing a powerful torque of 500 newton metres at the motorist’s disposal. The S 250 CDI BlueEFFICIENCY uses it to accelerate from 0 to 100 km/h in 8.2 seconds, whilst the ML 250 BlueTEC 4MATIC takes 9.0 seconds to complete this sprint.

In spite of this sporty performance, both of the models are frugal with fuel. The S 250 CDI BlueEFFICIENCY consumes 5.7 l/100 km combined (which corresponds to CO2 emissions of 149 g/km combined). The ML 250 BlueTEC 4MATIC consumes 6.0 litres over 100 kilometres, with CO2 emissions of 158 g/km (both figures combined).

Source: Daimler AG

At this early stage, special-protection development is based on the engineering design and production datasets which describe every last detail of the future model. The engineers use this information to determine where the protective elements can be housed in the bodyshell. This is primarily a question of the available space. Steel and plastic armour is installed so that it is inconspicuous and in no way diminishes the customer benefit delivered by the standard-production model – for instance, it has to be just as easy to get into the car, and the car must provide the same feeling of well-being and spaciousness.

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The developers are equally meticulous in their approach when it comes to implementing design measures to compensate for the stresses caused by the extra weight of a special-protection vehicle. The protective cell with its robust armour is a fully integral part of the car and, as such, allows the forces associated with the dynamic loads to which the vehicle is subject to be channelled into the armour plating via the wheels, bearings, axle components and body reinforcements.

In addition to this, maintenance and repair requirements have to be taken into account as early as the design stage, since workshop staff need easy access to all the vehicle’s major components despite the armoured shield around the car. The special-protection developers also consider how they can use series production processes appropriately, but for individual components they also take their own approach if standard parts cannot meet their requirements.

For the Mercedes-Benz S 600 Pullman Guard, the developers designed some 550 new components made from steel alone. Then there are numerous plastic and glass components. They all join together with the bodyshell of the Pullman to create a fully-enclosed cell which is self-supporting and therefore further reinforces the vehicle. This is one of the main reasons behind the vehicle’s outstanding durability and longevity.

Stress on the test rig
One thing the Mercedes-Benz special-protection experts are keen to avoid is a reliance on theory. This is why they fully check the design measures under realistic conditions, subjecting the Guard models to an extensive series of in‑house tests. The vehicles are checked on test rigs using specially selected products and placed under extreme loads so that even the slightest flaws are inexorably detected and remedied.
The hydropulse rig, for example, is used to test ride comfort, active safety and durability. Here the methods applied constitute nothing but pure stress for the vehicles on test. Their wheels are positioned on four hydraulically operated cylinders which simulate torture-track vibrations. These cylinders can also make the wheels vibrate at random or imitate sudden collisions with sharp-edged objects. The aim of all this is to determine the correct configuration for optimal road contact and, therefore, optimal active safety. Meticulous optimisation of the tiniest details is also part of the programme, including fine‑tuning of the shock absorbers and axle mounts.

In the hot- and cold-air tunnels, on the other hand, all that matters is temperature. Wind speeds of up to 100 km/h, temperatures as high as 50 degrees or as low as minus 30 degrees Celsius and 100-percent relative humidity add up to create a hellish climate, the like of which most places on earth reachable by road never even experience. Here the aim is to ensure optimum passenger comfort even under the most extreme of climate conditions.

Further simulations are performed to make sure that external factors cannot interfere with the vehicle’s electronic systems, and that the vehicle acoustics are of the usual high Mercedes standard.
Yet the old adage still applies: the sternest challenge is everyday life. This is why Mercedes-Benz Guard models undergo hundreds of thousands of kilometres of testing in practically every corner of the world, the aim being to verify their practicality in all conceivable climate conditions and road or traffic scenarios. They are driven on the most atrocious surfaces, continuously bounced over a series of obstacles and plunged mercilessly into deep potholes. They also have to endure extreme manoeuvres during test and trial drives on the Grossglockner mountain pass, on cordoned-off test tracks or in the sweltering heat of Laredo in Texas. All in the name of optimising steering comfort and fine-tuning the suspension, brakes and electronic control systems.

Mercedes-Benz Guard production: predominantly by hand
Guard models are the result of a sophisticated production network combining regular production and a dedicated, separate Guard production line. The bodyshell of the S-Guard therefore receives its exterior contours in series production quality, with the utmost dimensional precision, in the fully automated series production process, while the protective elements are created in the dedicated workshops. This is where selected specialists assemble the special protection vehicles from Mercedes-Benz, mostly by hand.

This begins with the production of the many hundreds of steel elements for the Guard models. Working to a pattern, an engineer uses a 3000-bar water jet to cut each part from sheets of high-alloyed special steels of varying sizes and thicknesses, which have been continuously enhanced over a period of several decades.
Shaping these steel components requires an immense degree of feel and vast experience in the handling of hard, ductile special steels which can often prove extremely challenging during this process. Experts who are familiar with every last detail of the steel’s structure, and who use this knowledge in every step of the process, man special presses equipped with in-house-developed bending and shaping tools. Here every tenth of a millimetre counts as there is so little installation space available in the car. They carefully start bending the material to shape, meticulously check the initial result using specially produced gauges and then continue shaping the material until they are satisfied with the result.

Some components are welded together by hand to form larger subassemblies which are then heat-treated in their entirety. This process radically alters the steel’s structure, making the steel impossible to bend. Only then does it fulfil the stringent ballistic requirements.

After this, specialists install the protective components in the bodyshell. Specially trained Guard fitters then get to work again to reinforce the entire basic structure of the vehicle. This reinforcement process takes in the vehicle floor, the suspension mountings, brackets for the floor armour, covers for the tunnel area and other components. In between each stage of production, the Guard components repeatedly pass through strict in-house checkpoints for quality-control purposes. Finally the bodyshells are returned to the series-production line to be painted in accordance with stringent Mercedes-Benz paint-quality and corrosion-protection standards.

After the paintwork has been applied, the engine, chassis components and interior are fitted – painstakingly by hand once more. Only then is the passenger cell fully protected. And only then does it meet the characteristically high Mercedes quality standards.

Source: Daimler AG

In 1928 Daimler-Benz was the first manufacturer to offer specially protected vehicles ex factory. The current Guard versions mainly differ from the standard models in having an intelligent, tailor-made structure of protective elements made from special steel and aramid fibre. This protection cannot be seen from outside and is not subsequently installed in an already completed vehicle, but rather integrated into the bodyshell right from the start in a special production process. This enables the body structure and running gear to be specifically adapted for the higher weight caused by the protective elements at the outset. Apart from the build quality expected of a Mercedes, the Guard models retain the outstanding ride comfort and superior driving characteristics of the standard models.

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The aim of the Guard models from Mercedes-Benz is to protect the occupants from violent criminal acts. Neither is it only government ministers and top managers who are under threat nowadays, as drivers in many regions of the world do not feel safe from acts of violence. Mercedes-Benz has the answer to violent attack with its armoured Guard models from the S, E and G-Class. The flagship of the Mercedes-Benz Guard portfolio is the S 600 Pullman Guard, a prestigious state limousine with an opulently spacious and luxurious interior. Depending on the customer’s requirements, the Guard models are resistant to handgun and rifle fire, and also certain explosives, while offering their occupants outstanding comfort and day-to-day practicality.

Mercedes-Benz S-Guard
The Mercedes-Benz S 600 Guard is the armoured, special protection version of the long-wheelbase Mercedes-Benz S 600. The generous spaciousness of this flagship model, which offers all its occupants a first-class ambience, outstanding ride comfort and superior driving characteristics, is almost fully retained in the Guard version. Naturally the S 600 Guard is also equipped with the technical innovations that have made the Mercedes-Benz S-Class the benchmark for the entire field of car development, and the world’s best-selling luxury saloon. The S 600 Guard is powered by a twelve-cylinder biturbo engine developing 380 kW (517 hp). It provides highest protection to level VR6/VR7.

Mercedes-Benz S 600 Pullman Guard
The S 600 Pullman Guard continues the tradition of Mercedes-Benz state limousines, and treats it occupants to generous spaciousness and outstanding comfort. This interior spaciousness is ensured by a further, 115-centimetre increase in the wheelbase compared to the long-wheelbase version of the S‑Class with special protection, to 4315 millimetres. The state limousine also has a raised roof section at the rear for even easier access and more headroom. Four passengers can be seated behind a partition in the rear, on comfortable, opposing seats in line with Pullman tradition. This allows plenty of space for confidential discussions. All the important communication and entertainment functions are on board as well. The Pullman is likewise powered by the silky-smooth twelve-cylinder biturbo engine with a cubic capacity of 5513 cc, which develops 380 kW (517 hp) and an impressive torque of 830 Nm. The S 600 Pullman Guard has highest protection to level VR6/VR7.

Mercedes-Benz E-Guard
The Mercedes-Benz E-Guard models are available in three engine variants. The six-cylinder diesel unit in the E 350 CDI BlueEFFICIENCY Guard develops 195 kW (265 hp) and 620 newton metres of torque. The V6 petrol engine in the E 350 Guard has an output of 200 kW (272 hp). The most powerful variant is the 5.5-litre V8 in the E 500 Guard, which develops 285 kW (388 hp). Because of the run-flat tyres which are standard for all E-Guard models, their top speed is limited to 240 km/h.

All E-Guard models have high protection to level VR4. Their occupants enjoy the same generous spaciousness and high ride comfort as in the standard models.

Mercedes-Benz G 500 Guard
The Mercedes-Benz G-Class is also available in a special-protection version. The G 500 Guard is equipped with a 5.5-litre V8 engine and highest protection to VR6 or VR7.

Integrated special protection for outstanding safety
Specialists in Sindelfingen with many years of experience in this field apply the principle of integrated special protection to the Mercedes-Benz Guard models. In effect this means that, rather than retrofitting the protective elements in the doors, rear wall, side panels, roof lining and firewall etc. of an already finished vehicle, they fully integrate them into the bodyshell in a dedicated production process. This effectively creates a coat of armour around the entire passenger cell. Even the roof frame struts, door locks, door gaps, exterior mirror mountings and other components are incorporated into this security concept. The resulting vehicle offers hallmark Mercedes-Benz build quality combined with comprehensive high/highest protection characteristics, even in those areas where retrofitting would be all but impossible.

A further advantage of integrated special protection is that the protective features actually reinforce the body structure rather than imposing extra stresses. In addition, Mercedes-Benz’ integrated design approach means that any body-structure reinforcements required due to the weight of the protective elements can be integrated right from the very start. The result is extraordinary longevity and the same exceptional quality all round that distinguishes standard Mercedes-Benz production models.

All Mercedes-Benz Guard models display the same outstanding ride comfort and effortlessly superior handling as their series-production counterparts. Furthermore, generously dimensioned suspension components and brakes ensure that their handling qualities are almost on a par with those of the standard-production models, thus giving the driver an optimal driving feel with high dynamic reserves at all times. The chassis is also designed to provide hallmark Mercedes ride comfort despite the extra weight.

The basis for this is the long-standing, continuous and close cooperation with nationally and internationally recognised security authorities. For decades, this has ensured that the Mercedes specialists have been able to continuously increase their expertise in the fields of development and manufacturing while also applying their vast experience in vehicle protection technology and ballistics to meet the highest standards.

Thanks to the seamless integration of the special protection features, the paint quality and corrosion protection match the standards of Mercedes-Benz series-production vehicles. Moreover, the Guard models can be serviced in any Mercedes-Benz service outlet anywhere in the world – another important factor which ensures easy access to comprehensive service of the highest standard.

Mercedes-Benz uses this know-how acquired over many years to provide answers to different risk scenarios all over the world, offering Mercedes-Benz Guard models with various protection levels in accordance with the European standard.

• High-Protectionvehicles, engineered to the VR4 protection level, resist large-calibre revolver ammunition and offer particularly good protection against the increasing threat of drug-related and violent street crime.
• Highest-Protectionvehicles, engineered to protection level VR6/VR7, provide effective protection against the threat posed by terrorist attacks. Their armour is designed to resist rifle-fire from military weapons, which has a velocity almost twice that of handgun bullets. They also offer resistance to shrapnel from hand grenades and explosive charges.

More than 80 years of factory-integrated special protection
As the inventor of the automobile, the world’s oldest automobile manufacturer has always seen itself obligated to develop automotive technology further at the highest level, and to set constantly new standards. This applies in equal measure to the special protection vehicles – as witness the unique tradition on which the Stuttgart-based premium brand can also look back in this sector.

As early as 1928, with the model Nürburg 460, Daimler-Benz was the first company to start building saloon cars with factory-fitted protective features which effectively shielded the occupants from attacks using firearms and explosives. This was followed by more than eight decades of extensive material testing and systematic development which has secured the exceptional position of Mercedes-Benz in the field of special protection to the present day.

In the 1930s and 1940s, the specially protected Mercedes-Benz Nürburg 460 was followed by armoured versions of the “Grand Mercedes” model 770, and of the 500 and the 540 K. In September 1963, Mercedes-Benz presented a new, exclusive prestige vehicle – the legendary 600 model – to meet the requirements of the most demanding customers. Shortly after the launch, the German government approached Daimler-Benz with a request for an armoured version for state visitors. For the engineering team in Stuttgart, this marked the beginning of a new era characterised by a new set of challenges – not least, how to reconcile the requirements of a special-protection vehicle with a self-supporting body structure which had by now become the industry norm. With no other German manufacturer at the time able to offer factory-built armoured passenger cars, and Mercedes-Benz limousines being held in high esteem by many governments around the world, a close working relationship developed between Daimler-Benz and the German authorities. In the course of this cooperation, the Stuttgart-based automaker came up with many new technical solutions and concepts. Indeed, this intensive cooperation formed the basis for the current European standards which define the different protection levels.

In 1970, when there was suddenly great demand for special-protection vehicles following attacks on diplomats in Latin America, Daimler-Benz rose to the occasion with armoured versions of the 280 SEL 3.5 model. Demand grew once again during the 1970s with the attacks by the RAF terrorist group.

Mercedes-Benz therefore built special-protection variants of the eight-cylinder 350 SE, 350 SEL, 450 SE and 450 SEL models which it supplied to a select group of customers, including official bodies and governments in Europe and beyond. All subsequent generations of the S-Class have also been available as special-protection variants.

Source: Daimler AF

Mercedes-Benz has the answer to violent attack with its armoured Guard models. Depending on the customer’s requirements, the Guard models are resistant to handgun and rifle fire, and also certain hand-grenades and explosives, while offering their occupants outstanding comfort and day-to-day practicality.

Vast experience breeds trust and confidence
The Mercedes-Benz Guard models with factory-integrated special protection are very highly regarded. This is underlined by the fact that some 6000 of the Stuttgart-based brand’s special-protection vehicles are in use around the world today, including some models which were built 20 years ago.

The high esteem in which the armoured vehicles displaying the Mercedes star are held, and the trust people place in them, is the product of many years of hard work. “We take our customers’ requirements seriously and have been continuously developing and enhancing our special-protection vehicles ever since the first model was built 80 years ago”, says Markus Rubenbauer, head of Mercedes-Benz Guard sales. The basis for this is long-standing, close cooperation with nationally and internationally recognised security authorities. This ensures that the Mercedes specialists are always fully briefed on the latest security requirements, and are able to consolidate their position at the leading edge of vehicle protection technology and ballistics. This is why the Mercedes-Benz Guard models are universally acknowledged for their high standards of safety and security.

Mercedes-Benz offers a choice of high protection or highest protection
Mercedes-Benz uses this know-how acquired over many years to provide answers to different risk scenarios, offering Mercedes-Benz Guard models with various protection levels (VR = Vehicle Resistance) in accordance with the European standard:

• High-Protectionvehicles, engineered to the VR4 protection level, resist large-calibre revolver ammunition and offer particularly good protection against the increasing threat of drug-related and violent street crime.
• Highest-Protectionvehicles, engineered to protection level VR6/VR7, provide effective protection against the threat posed by terrorist attacks. Their armour is designed to resist rifle-fire from military weapons, which has a velocity almost twice that of handgun bullets. They also offer resistance to shrapnel from hand grenades and explosive charges.

The Mercedes models in both protection categories have been developed in accordance with internationally recognised security standards and have successfully undergone both testing and certification by independent state organisations.

Key markets for special-protection vehicles
Demand for special-protection vehicles is rising and is currently especially high in Latin America, South Africa and southern Europe. In these regions, most buyers opt for high protection vehicles (resistance level VR4). In Central Europe and the former Soviet states, however, highest protection Guard models are more the norm (proection level VR6/VR7). Further key markets for special-protection vehicles include the Near East, the Middle East and Asia.

Source: Daimler AG

This demanding objective which Mercedes-Benz has set itself also applies to its armoured special-protection vehicles, as is demonstrated by the Stuttgart-based premium brand’s unique track record in this field. As early as 1928, with a vehicle based on the Nürburg 460 model, Daimler-Benz became the first company to factory-fit vehicles with special protective elements designed to provide the occupants with effective protection against attack with firearms and explosives. This was the start of eight decades of extensive materials testing, focused development and continuous improvement, during much of which Mercedes-Benz enjoyed a unique position in the field of special-protection vehicles and acquired a reputation as the specialist of choice in this field.

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Following the Nürburg 460 model of 1928, Mercedes-Benz went on to develop special-protection variants of its successors in the luxury prestige segment – the 770 (W07) “Grand Mercedes” and the 500 model. Japanese Emperor Hirohito personally selected an armoured “Grand Mercedes” as a vehicle befitting his status – this limousine, which was delivered in 1935, can now be seen in the Mercedes-Benz Museum in Untertürkheim. Many politicians and heads of state followed the Emperor’s example and placed their trust in Mercedes-Benz special-protection vehicles. From 1965, Mercedes-Benz offered numerous special-protection models. The legendary Mercedes-Benz 600 in limousine and Pullman limousine guise was followed during the 1970s and 1980s by the 280 SEL 3.5 and a wide range of S-Class V8 models: the 350 SE/SEL and 450 SE/SEL, and then the 380 SE/SEL to 560 SEL models. Since 1979, Mercedes-Benz has also built special-protection versions of the G‑Class. Today customers have a choice of protection levels in the E-Guard, G‑Guard, S-Guard and the Mercedes-Benz S 600 Pullman Guard.

The very first steel-reinforced limousines
The first special-protection models from Mercedes-Benz differed from those of later years not only with regard to their design and performance, but also in terms of their technical basis. Instead of having a self-supporting body structure, which is now the norm, their bodies were mounted on strong frames. The weight of the protective steel plates therefore called for less extensive design changes than is currently the case.

Model Nürburg 460, model 500 (W08)
This was also true of the very first Mercedes-Benz vehicle with factory-integrated special protection, the Nürburg 460 (W 08) of 1928, which has already been mentioned. Unfortunately, there are no longer any documents which describe the technical details of this first special-protection vehicle. All that is known, thanks to contemporary archive photographs, is that a Pullman limousine of this type built in 1931 was armoured with sliding steel plates which allowed the window areas to be shielded from the inside. The windscreen was protected by a folding steel plate with only a small observation slit provided for the driver to see through when it was in use. As for the passengers, a roof-mounted periscope allowed them to survey their surroundings when the protective plates were deployed. A Pullman limousine version of a model 500 (W 08), a later variant of the Nürburg, is still in existence today. The doors and windows of this vehicle, which was delivered to Japan in 1937, are protected on the basis of the same principles which apply today.

“Grand Mercedes” model 770 (W 07)
The next vehicle which Mercedes-Benz offered in a version with factory-integrated armour was the model 770 “Grand Mercedes” which was launched in 1930. Notable characteristics of this model included rigid front and rear axles, which were attached to a ladder frame consisting of U-section‑profiles by means of semi-elliptical springs, as well as a 7.7-litre eight-cylinder in-line engine with an output of 150 hp (200 hp with a supercharger). Between March 1932 and January 1935, the Japanese imperial court took delivery of at least six “Grand Mercedes” models in Pullman limousine guise. At least one of them was armoured, and has been in the Mercedes-Benz Museum collection since 1971.

“Grand Mercedes” model 770 (W 150)
An enhanced version of the “Grand Mercedes” with a sophisticated swing-axle suspension was presented in 1938. The perimeter frame of this model consisted of thin-section oval tubes which combined great rigidity with low weight. Independent double-wishbone front suspension and‑a rear De Dion axle represented additional improvements. The engine, the technical characteristics of which were largely based on the preceding model, developed 230 hp with a supercharger.

The “Grand Mercedes” was officially available as a Pullman limousine, as Cabriolet D and Cabriolet F models and as an open touring car. A number of special armoured versions of each of these body variants were built. Furthermore, the state commissioned armoured four-door limousines between June 1943 and July 1944. Whereas the permissible gross vehicle weight of the standard cars was 4200 kg, this figure increased to as much as 5420 kg in the case of the armoured versions. However, the maximum speed of the latter was reduced from 170 km/h to 80 km/h in order to maintain the service life of the tyres.

Model 540 K (W 29)
Featuring a greater displacement and higher power output, the elegant, luxurious and sporty 540 K was the successor to the 500 K. Both models were aimed at a demanding, performance-oriented clientele and, as was usual at the time, were available in many different body variants – as saloons, roadsters, in various cabriolet versions and as open touring cars.

Moreover, two-door armoured saloon versions were built for the Reich Chancellery and delivered between November 1942 and February 1943. At least one example of this two-door special-protection saloon survived the turmoil of the final years of the war and the immediate post-war period, and has been on show in the Technical Museum in Prague for many years.

Model 600 / 600 Pullman
In September 1963, Mercedes-Benz presented a new, exclusive prestige vehicle to meet the requirements of the most demanding customers – the 600 model which became an instant legend. It was outstanding in every respect – generous dimensions, majestic design and exceptional technical characteristics. Its V8‑injection engine developed 250 hp from a displacement of 6.3 litres and allowed the almost two-and-a-half-tonne vehicle to attain a top speed of more than 205 km/h with a 0 to 100 km/h acceleration time of ten seconds. The standard-fit air suspension, whose shock absorbers could be adjusted from the steering column while the vehicle was moving, ensured excellent ride comfort. The Type 600 was available as a five to six-seater limousine with a 3200 mm wheelbase and also in several Pullman variants with a wheelbase of 3900 mm.

It was only a short time after the launch of the top-of-the-range model that the German government asked Daimler-Benz AG to build an armoured version for state visitors. Although Mercedes-Benz had a remarkable track record in building special-protection vehicles, this on its own was not enough as the technical fundamentals had changed dramatically, not least because of the adoption of the self-supporting body. As a result, the engineers and materials experts at Mercedes-Benz embarked on nothing less than the reinvention of the concept of special protection.

Thus it was that a small team set out to develop a new approach. In May 1964, at the Sindelfingen plant, they conducted the first armour tests with new steel grades and prepared the first design drawings. They eventually decided on high-alloyed steel grades, using double layers in certain situations and weight-saving ceramics for some flat-surfaced components. At the same time, working with a glass manufacturer experienced in equipping banks, they came up with a solution for the windows, the vehicle requiring not only a curved windscreen, but a curved rear window, too.

In June 1965, a bullet-resistant Pullman limousine was produced – the first special-protection vehicle built by Daimler-Benz since the war. Working under the pressure of an extremely tight schedule, the company managed to complete it just in time for the state visit of Queen Elizabeth II. The armoured Pullman limousine had a raised roof element so that Her Majesty did not have to remove her hat. This generous headroom subsequently benefited other state visitors, many of whom wore hats in those days.

To make it easier to open the doors, whose weight had increased dramatically because of the protective elements, the engineers installed a hydraulic system for the rear compartment. It was activated at the touch of a small button housed in the door handle recess – security staff and hotel doormen were instructed accordingly.

Along with a number of “normal” Pullman limousines, this vehicle remained in the company’s fleet, ready to be hired to the government or other users when required. A second version of this special variant was built in 1980. This, too, spent its working life in the company’s fleet before joining the Mercedes-Benz Classic vehicle collection.

On special request, Type 600 limousines and Pullman limousines were also built with special protection for private customers. Between May 1971 and November 1980, several special-protection 600 models were built. However, unlike the two vehicles in the company fleet, these models had a standard-height roof.

Model 280 SEL 3.5
After the model 600, which was built as a one-off, Daimler-Benz initially gave no further consideration to the production of special-protection models. This changed in 1970 when several diplomats in Latin America were attacked, kidnapped, and, in some cases, murdered. The German foreign office felt it necessary to provide a number of its heads of mission with specially protected vehicles. Several German federal authorities suggested that Daimler-Benz should build armoured vehicles as the comfortable, reliable and powerful limousines from Stuttgart were highly regarded by many governments – a reputation which had been established by the Type 300 – popularly known as the “Adenauer” – in the 1950s. The result was the special-protection model 280 SEL 3.5, which was produced between May 1971 and September 1972. Most of these vehicles were delivered to Germany’s foreign missions judged to be at particular risk, while the remainder went to governments and at-risk politicians abroad.

The 116 series S-Class Saloons
The attacks by the RAF terrorist group in the 1970s led to a sharp increase in demand for protected vehicles. Daimler-Benz therefore decided that the all-new luxury-class generation – with the internal model-series designation W 116 – which was launched in September 1972 should also be offered in the form of a special-protection variant. The company’s experts built on the experience they had acquired developing the special-protection 280 SEL 3.5 and improved the protection technology continuously. The special-protection variants of the eight-cylinder 350 SE, 350 SEL, 450 SE and 450 SEL models were supplied to a select group of customers, including many government bodies in Europe and overseas.

In order to provide even greater protection from projectiles and explosives, the authorities and Daimler-Benz resolved to work together closely during the subsequent years – indeed, this relationship continues to this day – as no other German car manufacturer was able to offer special-protection vehicles at the time. Together, they developed appropriate and feasible technical standards.

The Mercedes-Benz engineers began by testing individual components for their suitability. In the next phase, complete vehicles were tested by firing different types of ammunition at them in various conditions. Finally, the vehicles were also subjected to testing with explosives. Daimler-Benz established its own firing range in 1983.

The results of these tests were used to prepare requirement profiles for different situations – examples being opportunistic crimes such as attacks while cars are waiting at traffic lights, robberies committed using small arms and terrorist attacks with military weapons. This phase was conducted by the official ballistics authorities and Mercedes-Benz specialists who were responsible for many technical innovations. These first technical descriptions formed the basis for today’s test regulations for the different resistance levels.

126‑series S-Class Saloons
Enhanced special-protection technology resulting from an intensive development programme was available for the new generation of the S-Class which was launched in 1979. Particular mention should be made of two 500 SEL models which were built with a 200 mm longer wheelbase and a 30 mm higher roof element. The first one, which was completed in January 1983, joined the company’s own fleet of prestige vehicles. The second limousine was built at the request of the Vatican for the Holy Father and was presented to Pope John Paul II in August 1985.

140‑series S-Class Saloons
In March 1991 the 140 series was presented at the Geneva Motor Show as the successor to the 126 series, though the last examples of the 126 series with special protection were not completed until April 1992. From February 1992 the 140 series saloons also became available with special protection – powered by a 5.0-litre V8 or 6.0-litre‑V12 engine. The completely newly developed V12 was the first series-production twelve-cylinder car engine from Mercedes-Benz, and with a rated output of 300 kW (408 hp) it was also the most powerful Mercedes-Benz passenger car engine.

In a surprise move in September 1995, Mercedes-Benz unveiled the S 600 Pullman Guard which it had developed as a new state limousine with special-protection technology – the latest in a long tradition of such vehicles from Mercedes-Benz. At 6213 mm long, this specially built model was exactly one metre longer than the long-wheelbase S 600. The extra length benefited the rear passengers, who were accommodated on comfortable‑opposed‑seats and could separate their rear compartment from the driver’s area by means of a partition.

The 220 model-series S-Class
September 1998 saw Mercedes-Benz launch the 220 series S-Class Saloon. True to the company’s decades-long tradition, this generation of the S-Class had once again been designed as a large touring saloon with superior ride comfort, a high level of passive safety and effortlessly superior performance. It differed from its predecessor principally in terms of its reduced exterior dimensions, a new, slimmer design and over 30 technical innovations which once again made the Mercedes-Benz S-Class the trailblazer for the whole spectrum of passenger-car technology. From 2000 Mercedes-Benz also offered this S-Class generation with a long wheelbase and in several special protection versions. These included the long-wheelbase versions of the S 500 and S 600 – both with highest protection (VR6/VR7). In 2004 the S 500 Pullman – also with highest protection (VR6/VR7) – was added to the special-protection models in this S-Class generation.

210‑series E-Class Saloons
Since 1995, Mercedes-Benz has offered special-protection limousines not only in S-Guard form but as E-Guard models too. This variant is a response to the growing demand in the upper medium-size category, and meets the requirements of those customer groups whose members have a need for greater protection but wish to drive their vehicles themselves. In order to deliver the desired performance despite the considerable additional weight of the protective elements, only the most powerful models were offered. From March 1997, an additional version with lighter protection – with a VR4 protection level – was made available in order to offer a very large degree of protection from handguns. This variant was also offered with a 3.2-litre V6 engine. As in the case of the vehicles with a VR6 resistance rating, the protective elements were integrated seamlessly into the body structure in the course of the production process. These vehicles thus benefited from factory-integrated protection of a standard which is impossible to achieve by retrofitting special protection elements.

Current Mercedes-Benz Guard models
Shortly after its launch in 1979, the Mercedes-Benz G-Class model was also offered in a special-protection version. Although it has undergone technical enhancements over the years, the G-Guard still forms part of the portfolio of Mercedes-Benz Guard special-protection vehicles – as do the S-Guard and E‑Guard models in their respective latest versions.

Entirely hand-crafted in the “Manufaktur”
Daimler-Benz had its first post-war special-protection vehicles built in the prototyping department as this offered the full range of facilities for the manufacture of one-off vehicles. Specialists in modelmaking and bodyshell construction were to be found here, as well as experts in the fields of suspension systems, engines and vehicle electrics. A paint shop and upholstery shop completed the line-up. As demand increased, these facilities were extended to form the current special-protection production line.

In order to meet many of the customer requirements – some of them quite out of the ordinary – the specialists crafted and assembled components entirely by hand. A case in point was a vehicle built for the Pope on the basis of a W 126 S‑Class model. The biggest problem encountered in building this vehicle, which featured a sliding roof and a seat mounted on an extending pedestal, was presented by the need to drill holes in the C-pillars in order to attach the Papal emblem. Normal steel drills were rendered useless because the interior of the pillar was reinforced with high-alloyed steel. The workshop team eventually resorted to special tungsten drills but it still took two days to drill the fixing holes.

Russian presidents also presented the special-protection team with some difficult challenges. In 1997, for example, a special-protection S 600 Pullman was to be equipped with a Russian communications system. However, the presence of the special-protection elements meant that only a limited amount of installation space was available – no more than ten centimetres between the boot lid and the equipment concerned. Working with Russian engineers, the team was able to find a solution and deliver the vehicle to Russia on schedule.

Meeting other requirements – such as an extra-large ashtray, various entry aids, including wheelchair access systems, vehicles with running boards and roof handles for bodyguards – proved comparatively straightforward. Eduard Shevardnadze, the former foreign minister of the Soviet Union and later President of Georgia, was so impressed by the work of the special-protection team that he wrote them a personal letter of thanks and enclosed a copy of his memoirs as a gift.

First-rate protection is sought-after on the second-hand market, too
For the sake of all its customers, Mercedes-Benz sells special-protection vehicles only after verifying the prospective buyer’s credentials. Great importance is attached to confidentiality. Even when a new vehicle is being custom-built in the “Manufaktur”, the engineers and fitters are unaware of the identity of the customer on whose vehicle they are working. Specially protected vehicles from Mercedes-Benz are very durable, with operating mileages of 400,000 to 600,000 kilometres not unusual. The W 126 once used to carry the German Chancellor, and now in the Mercedes-Benz Classic vehicle collection, has covered more than 600,000 kilometres. And in television reports from overseas countries it is still possible to see examples of the same model on official government business.

Even after many years on the road, Mercedes-Benz special-protection vehicles are often given a new lease of life. After being returned to the factory and undergoing extensive refurbishment by specialists, they are almost like new and can be resold. This is only possible because, rather than weakening the structure, the special protection components which were integrated in the bodyshell when the vehicle was originally built actually strengthen it.

Training for the driver
Anyone who uses special-protection vehicles needs to know how to handle them, as they are significantly heavier than their series-production counterparts. This is why Mercedes-Benz, in addition to building and maintaining the vehicles, supports their drivers as well. Since 1993, the brand has offered every buyer of a special-protection vehicle a sophisticated driver training programme, during which the chauffeurs learn how to make optimum use of their cars in every situation.

The history of Guard vehicles: Mercedes passenger cars with special-protection features

Source: Daimler AG

A high level of protection is provided by armour made from state-of-the-art materials such as glass/plastic composites and high-strength special steel in combination with plastic elements. All protective elements are incorporated at the bodyshell stage during a separate and independent production process.

Mercedes-Benz S 600 Guard
The armoured special-protection version of the long-wheelbase Mercedes-Benz S 600 is powered by a twelve-cylinder biturbo engine developing 380 kW (517 hp), delivering an outstanding performance that allows rapid escape and evasion in threatening situations. The S-Class interior space concept, which makes for a first-class ambience combined with outstanding ride comfort for all the occupants, not to mention effortlessly superior handling, remains virtually uncompromised. Furthermore, generously dimensioned suspension components and twin-calliper front brakes lend the Mercedes-Benz S-Guard saloon hallmark Mercedes handling qualities and provide the driver with an optimal driving feel at all times. Furthermore, the suspension has been configured so as not to impair the sumptuous level of comfort that distinguishes the standard-production S-Class.

The Mercedes-Benz S 600 Guard offers highest protection to level VR6/VR7, as tested and certified by state-approved organisations. Additional safety features include run-flat tyres, a self-sealing fuel tank and a fire-extinguishing system.

The Mercedes-Benz S 600 Guard is equipped with the same technical innovations that have made the flagship Mercedes S-Class the number-one trailblazer in passenger car development and the world’s best-selling luxury saloon. These include Brake Assist PLUS and the PRE-SAFE brake in combination with DISTRONIC PLUS, Night View Assist and PRE-SAFE preventive occupant protection with additional functions. Moreover, the outstanding level of interior comfort and agile handling make for an effortlessly superior driving experience.

S 600 Pullman Guard
With the prestigious S 600 Pullman Guard luxury limousine with integrated highest protection to level VR6/VR7, the world’s oldest automaker is continuing a unique tradition of large, armoured prestige limousines. It was 80 years ago that Mercedes-Benz became the very first car brand to develop and manufacture Pullman limousines with special protection features.

Like the famously luxurious and spacious open-plan Pullman railway coaches after which it is named, the S 600 Pullman Guard treats its occupants to a travelling environment characterised by generous accommodation and the highest comfort. The vehicle owes its remarkably spacious interior to its 4315‑millimetre wheelbase, which is 115 centimetres longer than that of the long version of the special-protection S-Class. Indeed, with an overall length of 6356 millimetres, the S 600 Pullman Guard is a vehicle of truly majestic proportions which offers its passengers not only a maximum of comfort, but also a superbly appointed setting for discreet meetings, equipped, of course, with all the key communications and entertainment systems. This ensures that the occupants remain fully in touch while enjoying the luxury and comfort of their own, special environment.

With exotic wood trim and high-grade leather, the interior of the Mercedes-Benz S 600 Pullman Guard shows stylish elegance and perfect finish in every detail. The standard individual rear seats in a V12 design ensure outstanding seating comfort. They are equipped with massage, multicontour and ventilation functions. Another example of the luxurious appointments is the thermostat-controlled refrigerated compartment in the console between the rear seats, which is included as standard.

The technical basis for the Pullman limousine is the S 600 Guard, the flagship Mercedes-Benz Guard model. It is powered by a silky-smooth twelve-cylinder biturbo engine with a cubic capacity of 5513 cc. Output is 380 kW (517 hp), with an impressive 830 Nm of torque. The suspension and basic vehicle structure have been modified, as it would be impossible to guarantee the long-term overall stability of the vehicle with its extra-long wheelbase if the lengthening process consisted of simply inserting an additional body section. The modifications also provide a solid foundation for the integration of the heavy special-protection elements. Furthermore, the state limousine is equipped with a higher rear roof for easier access and greater headroom. Four passengers can be accommodated in the rear compartment behind the partition – in comfortable seats whose face-to-face arrangement recalls the great Pullman tradition.

Mercedes-Benz E-Guard
The E-Guard is available in three engine variants, with an option of the basic ELEGANCE line or the AVANTGARDE line. The E 500 and E 350, as well as the diesel-powered E 350 CDI BlueEFFICIENCY, are designed as five-seaters with a boot capacity of 540 litres and a high payload of up to 550 kilograms, which means they are fully suitable for day-to-day and family use.

The Mercedes-Benz E-Guard models are available in three engine variants. The six-cylinder diesel unit in the E 350 CDI BlueEFFICIENCY Guard develops 195 kW (265 hp) and 620 newton metres of torque. The V6 petrol engine in the E 350 Guard has an output of 200 kW (272 hp). The most powerful variant is the 5.5-litre V8 in the E 500 Guard, which develops 285 kW (388 hp). Because of the run-flat tyres which are standard for all E-Guard models, their top speed is limited to 240 km/h.

The suspension and brakes are adapted to suit the increased weight caused by the protection features. The E-Guard is equipped with a special Level II version of the AIRMATIC air suspension system as standard. The electronic control and restraint systems that assist the driver in critical situations have been specifically adapted to suit the different parameters versus the standard model. The car is fitted with 17-inch wheels and run-flat tyres designed for a maximum speed of 240 km/h as standard. With the tyres deflated, the vehicle is still able to cover up to 80 kilometres at a speed of 80 km/h to enable its occupants to escape from the danger area in the event of a corresponding attack.

All E-Guard models are equipped with high protection to level VR4. Despite the high level of special protection, the comfort-related advantages of the E-Class are fully retained. This applies equally to the generous spaciousness of this fully-fledged five-seater, the spatial acoustics, the sun protection and the lighting/control functions. The rear window is heated, and the power windows on the driver and front passenger sides are fully retractable. Efficient power windows are also available for the rear. Optional extras include an emergency alarm system that causes the headlamps to flash and sounds an alarm at the touch of a button in the event of a threat. An intercom system allows communication between the protected passenger cell and the outside world. In addition the E-Guard features the numerous, innovative assistance systems of the E-Class.

Mercedes-Benz G 500 Guard
The Mercedes-Benz G-Class is also available in a special protection version. The
G 500 Guard can be supplied with protection level VR6 or VR7. It is powered by a 5.5-litre V8 engine with 285 kW (388 hp) and a Touchshift 7‑speed automatic transmission.

The current Mercedes-Benz Guard models at a glance

Factory-integrated special protection for comprehensive safety
All special protection vehicles from Mercedes-Benz follow the principle of integrated special protection. In effect this means that, rather than retrofitting the protective elements in the doors, rear wall, side panels, roof lining and firewall etc. of an already finished vehicle, they fully integrate them into the bodyshell in a dedicated production process. This effectively creates a coat of armour around the entire passenger cell. Even the roof frame struts, door locks, door gaps, exterior mirror mountings and other components are incorporated into this security concept.

Only the integrated protection concept allows highly effective detailed solutions of this kind and enables Mercedes-Benz Guard models to offer such complete protection. Specialists see to it that any potential weakspots are fully protected: at gaps in the body, at the doors or at the joins between metal and glass sections, an ingenious, overlapping system prevents projectiles from penetrating the interior. Hence
Mercedes-Benz Guard vehicles provide their occupants with seamless all-round protection. High Protection or Highest Protection is combined with hallmark Mercedes-Benz build quality, even in those areas where post-production access would be all but impossible.

A further advantage of integrated special protection is that the protective features actually reinforce the body structure rather than exerting extra strain. In addition, Mercedes-Benz’ integrated design approach means that any body-structure reinforcements required due to the weight of the protective elements can be integrated right from the very start. These reinforcements include suspension mountings or sturdier door hinges and window frames, for example. The window frames support the special side windows which are coated on the inside with a tough polycarbonate layer, while the hinges have to support doors whose weight is increased to over 150 kg on account of their special-protection features. Despite this extra weight, the hinges operate smoothly and reliably for the entire lifetime of the car. The result is extraordinary longevity and the same exceptional quality all round that distinguishes Mercedes-Benz standard-production models.

All Mercedes-Benz Guard models display the same outstanding ride comfort and effortlessly superior handling as their series-production counterparts. Furthermore, generously dimensioned suspension components and brakes ensure that their handling qualities are almost on a par with those of the standard-production models, thus giving the driver an optimal driving feel with high dynamic reserves at all times. The chassis is also designed to provide hallmark Mercedes ride comfort despite the extra weight.

Thanks to the seamless integration of the special-protection features, the paint quality and corrosion protection also match the high standards of conventional Mercedes-Benz passenger cars. And needless to say, all Guard models can be serviced in any Mercedes-Benz workshop anywhere in the world, and come with full warranty cover.

Combination of high-tech materials
For a high level of protection, the passenger cells of Mercedes-Benz Guard vehicles are clad in armour made of state-of-the-art materials such as glass/plastic combinations, high-strength special steel or special steel-and-plastic composites.

Mercedes engineers use high-alloyed special steels and are constantly researching new materials to determine the optimal degree of protection for each particular resistance level. They do this on an in-house firing range equipped with a laser measuring system. This commitment to exploring the potential of new materials and technologies has made Mercedes-Benz the number-one trailblazer in the field of special-protection vehicle development – a position it has held for several decades. The experts’ aim is to reconcile the highest degree of protection with the lowest possible weight.

Armour that is invisible from the outside
On the outside, there is hardly any difference at all between a Mercedes-Benz Guard saloon and its standard-production counterpart. That’s because, when it comes to special protection, discretion is just as much of a must as trust, reliability and quality. Statesmen, diplomats and senior business figures all over the world appreciate being able to travel incognito in vehicles that do not immediately betray their special status. But even those customers who are less in the public spotlight realise that discretion is the best form of protection. And because the protective elements in Mercedes-Benz Guard models are already integrated into the bodyshell, they not only offer extremely effective protection, they are also inconspicuous in everyday life. Nobody actually sees the hard core that lies within.

Source: Daimler AG

The Mercedes-Benz S-Class Saloon and the Mercedes-Benz Sprinter van took top honours in their respective categories – both retaining titles they already held.

The S-Class won for the third time in as many years, while the Sprinter has gone one better, triumphing for the fourth consecutive year.

Both coveted awards were being presented at a special ceremony held at the Royal Automobile Club on London’s Pall Mall today (Wednesday 11th May).

The Fleet World Honours are presented annually to those motor manufacturers, service companies and individuals who have, in the opinion of the judges, achieved the highest possible level of excellence in their sector.

Fleet World Editor Steve Moody, who also chaired the judging panel, said: “The S-Class continues to set the benchmark in luxury car motoring: it is incredibly composed on any road surface and is unparalleled in terms of refinement and comfort, while the upgraded Euro 6 standard 350 BlueTEC diesel engine moves it ahead of its competitors in all-round environmental impact.”

And Van Fleet World Editor John Kendall said: “The Mercedes-Benz Sprinter was the first to offer an automatic engine stop/start system on a van, helping to reduce fuel consumption in urban traffic for a modest option price. Mercedes was also among the first to introduce Euro-5 compliant diesel engines for the Sprinter, helping to take a lead in reducing emissions. Similarly, it was one of the first vans to be fitted with ESP electronic stability control and a front bulkhead as standard, helping to improve safety.

“The largest Sprinter van offers 17m3 of load space, but it’s hard to believe that you’re driving such a large vehicle, such is the standard of road holding, handling and ride comfort, combined with low noise levels. It’s hardly surprising that it has become so popular both as a van and a conversion.”

Widely acknowledged as the world’s finest luxury car, the legendary Mercedes-Benz
S-Class has been garlanded with awards over many years. The latest models include revisions such as the ECO stop/start function and the advanced 7G-Tronic Plus automatic transmission.

The Mercedes-Benz Sprinter, meanwhile, is recognised as the van industry benchmark for reliability, safety, driver appeal and overall running costs, while its excellent fuel economy and low exhaust emissions – and the presence in the range of the petrol/gas hybrid Sprinter NGT version – make it a winner with environmentally-conscious operators too.

Source: Daimler AG

As a result, the fuel consumption of the luxury class saloon has been brought down to 6.2 litres per 100 kilometres (NEDC combined). The S 350 BlueTEC is also one of the world’s cleanest diesel models.

The V6 diesel engine in the S 350 BlueTEC develops an output of 190 kW (258 hp) from a displacement of 2987 cc, and generates 620 Nm of torque. It also comes with excellent fuel consumption and emission values as standard. Thanks to BlueTEC with AdBlue® exhaust treatment, the S-Class model – which made its debut in 2010 – currently already fulfils the emission values planned for 2014 in accordance with the EU6 standard, and as such is one of the world’s cleanest diesel vehicles. The new ECO start/stop function fitted as standard now helps to improve the efficiency of the luxury class saloon even further. With a combined consumption of 6.2 litres of diesel per 100 kilometres, the S 350 BlueTEC improves on the figures of its predecessor by 0.6 litre, or nine percent. CO2 emissions have dropped from 177 to 164 grammes per kilometre.

The ECO start/stop system developed by Mercedes-Benz switches the engine off when the vehicle comes to a standstill – for example at traffic lights. The engine then immediately starts again as soon as the driver takes his foot off the brake pedal. Thanks to the intelligent control system, all of the vehicle’s functions and comfort systems continue to operate during the stop phase.
The increase in efficiency was also achieved, among other things, through the use of TWAS(twin-wire-arc-sprayed) coating technology.
AMG has been using TWAS coating technology since 2005 in the 6.3-litre V8 in all model series, including the new SLS. Based on the positive experiences gained, Mercedes has now also developed this technology further for diesel engines. It is currently being introduced in the new Mercedes V6 diesel engine.

The benefits are impressive. Taking the diesel engine as an example, the potential savings are around 3%. At the same time, the weight has been reduced by 4.3 kg.

The price of the Mercedes-Benz S 350 BlueTEC remains unchanged at 76,517 euros, inclusive of 19% VAT.

For two years in succession, the SLS has therefore been voted the “Best car of the year” in its category. The S-Class saloon has likewise won this coveted award several times in recent years. This confirms that these cars from Stuttgart enjoy an exalted position.

The motoring magazine “auto, motor und sport” has been conducting its vote for the “Best cars of the year” since 1977. This time more than 90,000 readers took part in the longstanding survey to decide the best cars of 2011. This year the editors of “auto, motor und sport” gave their readers a choice between 315 vehicles in ten categories, among them 40 brand-new candidates.

In the luxury car category the readers voted the Mercedes-Benz S-Class in first place, as numerous times before. This was in recognition of the exceptional position that the world’s best-selling luxury saloon has occupied for several decades. The shining attributes of this prestigious saloon include a high level of comfort on long journeys and innovative technology that is unrivalled anywhere.

In the sports car category the readers of “auto, motor und sport” gave first place to the Mercedes-Benz SLS AMG. This super sports car was already able to win the vote for “Best sports car of the year” when it first entered the lists in 2010.

With its exciting design and gull-wing doors, the Mercedes-Benz SLS AMG harks back to that sporting legend of the 1950s – the 300 SL. The super sports car also dazzles with its exquisite technology which includes such highlights as an aluminium spaceframe body shell, AMG 6.3-litre V8 front-mid engine with dry sump lubrication as well as a 420 kW (571 hp) and 650 Nm of torque, seven-speed dual-clutch transmission in a transaxle arrangement and a responsive sports suspension with aluminium double-wishbone axles. This unique high-tech combination helps to guarantee the highest level of driving dynamics.

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

This is how the innovative safety feature works in detail: the spotlight function is enabled when the driver switches on Adaptive Highbeam Assist as normal (by turning the rotary light switch to the “Auto” position and pushing the steering-column stalk forward into the main beam position) and activates Active Night View Assist Plus by pressing the adjacent button. The spotlight function is then enabled at speeds above 45 km/h. A corresponding icon in the night vision image notifies the driver that the spotlight function is switched on/active. At speeds below 40 km/h, the spotlight function is automatically disabled. The driver can also disable the function at will, by moving the steering-column stalk from the main beam position into the centre, neutral position (the usual procedure for dimming the lights).

The spotlight function uses infrared technology to detect pedestrians at a range of up to 80 metres: two separate light sources in the headlamps illuminate the road with invisible, non-dazzling infrared light. A windscreen-mounted camera designed to pick up precisely this type of light records what happens in front of the car. The captured image is sent to a display in the instrument cluster. The clear, needle-sharp image that appears here shows the scene in front of the vehicle, allowing the driver to see pedestrians, cyclists or obstacles on the road at an early stage. As soon as the system detects any pedestrians in front of the car, they are highlighted in the display by the Active Night View Assist Plus.

A second camera, also used as a so-called multipurpose camera by the Speed Limit Assist and Lane Keeping Assist, detects whether the vehicle is being driven at night. It also records the position of other road users travelling in front or approaching from the opposite direction. All of this information is used by the electronic control unit to decide whether a detected pedestrian is to be flashed with the spotlight function as a warning.

For variable light distribution, a groove cut into the profile of the headlamps helps to create a controllable light source, the spotlight. Outside of built-up areas, pedestrians are flashed with the spotlight function up to four times at night, provided they are located within the light cone. If the Adaptive Highbeam Assist has been switched to dipped beam, the pedestrian is flashed with the spotlight function beyond the area of the dipped beam. If on the other hand main beam is activated, this remains on in the left-hand headlamp, while the pedestrian is flashed with the right-hand headlamp. The flashing headlamp then remains dipped for five seconds in order to avoid dazzling the pedestrian during this time.

It is not possible for other road users to be dazzled, since illumination does not occur when other vehicles which are travelling in front or approaching from the opposite direction are located in the same direction as the pedestrian. In addition, the driver can also disable the spotlight function at any time should he so wish using the steering column stalk.

If the pedestrian should disappear from the camera image, for example because the vehicle has already passed him by or he has moved away from the edge of the road, the headlamp returns to full beam again before the five-second period expires, provided that the conditions imposed by the Adaptive Highbeam Assist have been met. This helps to ensure that the driver once again has access to the full main beam function, and therefore the best road illumination, as quickly as possible.

Source: Daimler AG

Now Mercedes-Benz is presenting the latest development stage of the system as a world premiere in the form of a spotlight function. The new assistance system goes a significant step further: It highlights the possible source of danger in the driver’s immediate field of vision by specifically directing light on people on the road. A positive side effect of this is that the pedestrian is also alerted to the presence of the approaching vehicle. The new spotlight function will be included as a standard feature of the Active Night View Assist Plus in a luxury class Mercedes model from the summer of 2011.

Imagine the scenario: you are driving at night on a dark country road and suddenly a pedestrian appears as if from nowhere – almost every driver must have encountered such a daunting moment at some point. Striking a passer-by is one of the worst things that could happen to a driver. According to research by the German Federal Highway Research Institute (BASt), five times as many pedestrians are killed on country roads at night than during the day. Another statistic from the BASt is as equally shocking: only 20 percent of car journeys take place at night – however this is the time when some 40 percent of fatal accidents occur.

With the the new spotlight function for the Active Night View Assist Plus, Mercedes-Benz is for the first time presenting an active light system which provides a completely new level of safety at night. If the night vision camera detects people on or near the road, they are automatically flashed with the spotlight function to alert the driver to the potential danger. As a positive side effect, pedestrians are also alerted to the approaching vehicle. Studies have confirmed that pedestrians do actually become aware of the spotlight function. Other road users are not dazzled as illumination does not occur if other road users who happen to be travelling in front or approaching in the opposite direction are located near the pedestrian.

The new spotlight function will be included as a standard feature of Active Night View Assist Plus in a luxury class Mercedes model from the summer of 2011. “Just like many other safety innovations from Mercedes-Benz, the new spotlight function forming part of the Active Night View Assist Plus is geared towards how accidents actually occur”, according to Dr. Thomas Weber,Member of the Board of Management responsible for Group Research and Head of Development, Mercedes-Benz Cars. “The aim of this development was to prevent the particularly serious consequences of collisions with pedestrians at night. With this concept, a Mercedes-Benz fitted with the spotlight function not only protects its occupants, but also makes a significant contribution towards enhancing safety for other road users”, explains Dr. Weber. The popularity of enhanced night-time driving safety among customers is reflected in the success story enjoyed by Active Night Assist, which was introduced in 2005: currently more than half of global orders for the Mercedes-Benz S-Class include the system.
The new spotlight function was developed by the camera and light experts at Mercedes-Benz in Sindelfingen.

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

From December, production of the E-Class and S-Class will make use of new xenon burners from the company Osram, featuring a colour temperature which has been increased by some 20 percent. Achieving a figure of 5000 Kelvin, the new xenon light is even closer to daylight and is therefore even brighter – a clear innovation, in the true sense of the phrase.

This light colour is in keeping with normal human perception patterns, and as such conveys an impression of greater brightness to the eyes, thus reducing the strain on the driver. Studies have shown that the closer the colour of artificial light comes to daylight, the less the strain on the eyes. This is a crucial safety benefit, especially if we take into account that only 20 percent of journeys take place at night – yet it is when 40 percent of fatal accidents occur.

After the E-Class and the S-Class, further Mercedes-Benz model series will be gradually fitted with the new xenon burners in 2011. All previous Mercedes-Benz vehicles equipped with xenon headlamps can also be fitted with this additional safety feature, as the new xenon burners will be available from branches and dealers as Mercedes-Benz original parts.

Source: Daimler AG

The second engine making its debut is the hand-assembled high-performance 5.5-liter AMG V8 engine, featuring the use of stop/start technology as well as twin turbochargers and direct injection. This new engine produces 536 hp and 590 lb-ft of torque while at the same time achieving an estimated 20 percent improvement in fuel economy. Mated to the award-winning 7-speed AMG SPEEDSHIFT MCT transmission, this new engine is available in the 2011 CL63 AMG coupe ($151,125) and S63 AMG sedan ($138,875). For even more performance the optionally available AMG Performance Package increases engine power to 563 hp and 664 lb-ft. for torque; top speed also increases to 186 mph.

The epitome of luxury coupes
These new engines make their U.S. debut in the restyled 2011 CL-Class set to arrive at Mercedes-Benz dealerships in November. The flagship coupe of the Mercedes-Benz model range, the CL-Class features a new hood, fenders, grille, bi-xenon headlights with LED turn signals and daytime running lights. The rear of the vehicle incorporates new LED taillights, bumper-integrated exhaust pipes and reverse lights now located in the trunk lid. Inside, the interior includes new steering wheel design and interior colors.

Innovative New Safety Options for 2011 CL-Class Models
New safety options for the 2011 CL-Class line include Active Lane Keeping Assist and Active Blind Spot Assist that both incorporate automatic ESP brake intervention. Active Lane Keeping Assist recognizes lane markings (thanks to a multi-purpose camera in the windshield and a computer that analyzes the images) and alerts the driver by simulating rumble strip vibrations in the steering wheel if the car drifts from its lane without the turn signals on.

Active Blind Spot Assist monitors both blind spots behind the vehicle. Whenever a turn signal is activated with a vehicle in the blind spot, the driver is alerted with visual and audible warnings. Both Active Lane Keeping Assist and Active Blind Spot Assist now incorporate a brake intervention feature, in which ESP braking automatically helps correct the car’s course if the driver doesn’t heed the initial warning.

Source: Daimler AG

This high-tech turbodiesel is the first four-cylinder engine in the almost 60-year success story of the S-Class. Developing an output of 150 kW (204 hp), the S 250 CDI BlueEFFICIENCY achieves a fuel consumption of just 5.7 litres per 100 kilometres (NEDC), corresponding to CO2 emissions of 149 grams per kilometre. The likewise new V6 diesel in the S 350 BlueTEC delivers 190 kW (258 hp) and has a combined consumption of 6.8 litres per 100 kilometres (177 g CO2/km). Thanks to AdBlue emission control, it is one of the world’s cleanest diesel engines.

With 225 kW (306 hp) in the S 350 BlueEFFICIENCY and 320 kW (435 hp) in the S 500 BlueEFFICIENCY, the new BlueDIRECT engine generation is now entering the lists in the form of V6 and V8 petrol variants.

“The new highly efficient petrol and diesel engines in the S-Class demonstrate that our customers are also able to drive a luxury class car with a clear conscience,” says Dr. Thomas Weber, the member of the Daimler AG Executive Board responsible for corporate research and development at Mercedes-Benz Cars. “More than ever before, the luxury saloon combines the leadership claim of Mercedes-Benz with respect to efficient drive systems with the classic brand strengths in the realms of design, safety, comfort and effortlessly superior performance”.

All the diesel and petrol engines have direct injection
Mercedes-Benz achieves the considerable reduction in fuel consumption and improvement in efficiency with an intelligent combination of technical innovations that take effect throughout the entire powertrain: in addition to direct injection in the diesel engines, as well as in the new V6 and V8 BlueDIRECT petrol engines, these include the extensively revised, high-efficiency 7G-TRONIC PLUS 7-speed automatic transmission and the ECO start/stop function. This high-tech package is supplemented with other specific BlueEFFICIENCY measures such as the load-controlled oil pump and tyres with lower rolling resistance.

The four-cylinder diesel in the S 250 CDI BlueEFFICIENCY is equipped with latest-generation common-rail direct injection. The high rail pressure of 2000 bar enables output and torque figures at the level of a six-cylinder diesel to be achieved.

In the S 350 BlueEFFICIENCY and S 500 BlueEFFICIENCY, the newly developed BlueDIRECT technology package ensures a lower fuel consumption together with increased power. The key factor is third-generation spray-guided direct petrol injection with multiple injection and multi-spark ignition. With the innovative V6 and V8 petrol units, Mercedes-Benz is founding a family of engines with a wide range of displacements and outputs. This is based on a flexible, modular concept that allows the integration of turbochargers, and combination with 4MATIC all-wheel drive as well as hybrid modules.

Fuel economy: ECO start/stop function
The excellent consumption and emission figures are also due to the new ECO start/stop function. This is standard equipment in the S 250 CDI BlueEFFICIENCY as well as the petrol-powered S 350 BlueEFFICIENCY and S 500 BlueEFFICIENCY models. The ECO start/stop function switches the engine off as soon as the vehicle stops – for example at traffic lights – and the driver keeps the brake pedal depressed after coming to a halt. The engine restarts immediately when the driver takes his foot from the brake pedal.

The ECO start/stop function will not switch the engine off if e.g. the desired interior temperature has yet to be reached, if the driver has switched off the system or if drive modes “S” or “M” are active. An intelligent control system ensures that all functions and comfort systems otherwise remain in operation during the stop phase.

S 250 CDI BlueEFFICEINCY: first 5 litres/100 km car in the luxury segment
With the new S 250 CDI BlueEFFICIENCY, Mercedes-Benz is now launching the world’s most fuel-efficient luxury saloon. The first four-cylinder engine in the more than 60-year success story of the S-Class attains a fuel consumption of just 5.7 litres per 100 kilometres, corresponding to CO2 emissions of 149 grammes per kilometre. This makes the new S 250 CDI BlueEFFICIENCY the first car in the luxury segment to run on under 6 litres of fuel per 100 km, and the first vehicle in its class to attain CO2 emissions below the 150 gramme mark. With a peak power output of 150 kW (204 hp) and maximum torque of 500 Newton metres, the four-cylinder CDI guarantees the superior performance which is a hallmark of the S-Class. It accelerates the large saloon from 0 to 100 km/h in 8.2 seconds, and attains a top speed of 240 km/h.

The 2.2-litre CDI engine already delivers its maximum torque of 500 Nm at 1600 rpm. The high torque at low engine speeds is a result of two-stage turbocharging. This technology, which is employed in a series-production passenger car diesel engine for the first time in the C and E-Class, is predominantly responsible for the high output at the level of a six-cylinder power unit.

The compact module for the two-stage turbocharger consists of a small high-pressure (HP) turbocharger and a large low-pressure (LP) turbocharger. These are connected in series, and each has a turbine and a compressor driven by this turbine. The HP turbine is located directly at the exhaust manifold and initially allows exhaust gas to flow through it; it then rotates at up to 215,000 revolutions per minute. The HP turbine housing features an integral bypass duct, which can be opened or closed by means of a charge-pressure control flap triggered by a vacuum cell. If the flap is closed, the whole exhaust stream flows through the HP turbine, so that the exhaust-gas energy is available solely for the HP turbine drive. This means that the optimum charge pressure can be built up at low engine revs.

Improved cylinder charging even at low rpm
The two compressors are likewise connected in series, and are in addition connected to a bypass duct. The combustion air from the air filter first flows through the low-pressure compressor, where it is compressed as a function of the LP turbine’s output. This pre-compressed air then passes into the high-pressure compressor, which is coupled to the HP turbine, where it undergoes further compression. The result is a genuine two-stage turbocharging process. The major advantage of this sophisticated, demand-related control of the combustion air supply using two turbochargers is improved cylinder charging, and therefore high torque even at low engine speeds. Fuel consumption is also reduced. When the car is driven, this concept makes itself felt by harmonious driving characteristics with no turbo-lag, a favourable torque curve across the entire engine speed range, great responsiveness and excellent performance.

Fourth-generation common rail technology
A further feature of the innovative and highly efficient diesel engine is fourth-generation common rail direct injection. The rail pressure of 2000 bar is essential for the delivery of 150 kW (204 hp) of engine output and maximum torque of 500 Nm, while achieving low untreated emissions.

Dynamically controlled engine mounts dampen vibrations
To ensure hallmark S-Class comfort, dynamically controlled engine mounts feature as an innovation in the new S 250 CDI BlueEFFICIENCY. The rigidity and damping of these mounts alter according to engine speed, load and vehicle speed, thus preventing the transmission of unwanted vibrations and noise from the engine to the body.

Key figures for the four-cylinder diesel engine
Cylinder number/arrangement: 4/in-line
Displacement (cc): 2143
Bore (mm): 83
Stroke (mm): 99
Compression ratio: 16.2 : 1
Output (kW at rpm):150 at 4200 rpm
Torque (Nm at rpm): 500 at 1600-1800 rpm

S 350 BlueTEC: highly efficient, clean, powerful
The second new diesel model in the S-Class is the S 350 BlueTEC. Its V6 develops an output of 190 kW (258 hp) from a displacement of 2987 cc. This is ten percent more than the previous model, which delivered 173 kW (235 hp). The torque of the V6 diesel has increased by 15 percent from 540 to 620 newton metres. Despite much improved performance, with a combined consumption of 6.8 litres of diesel fuel per 100 kilometres the S 350 BlueTEC betters its predecessor by 0.8 litres or eleven percent. CO2 emissions have likewise fallen by eleven percent, from 199 to 177 grams per kilometre. The highly efficient V6 diesel gives the luxury saloon effortlessly superior performance: it sprints from zero to 100 km/h in 7.1 seconds and has a top speed of 250 km/h.

Moreover, the S 350 BlueTEC ranks among the world’s cleanest diesel models: BlueTEC is a technology developed by Mercedes-Benz to reduce emissions from diesel vehicles, in particular nitrogen oxides. To this end AdBlue®, an aqueous urea solution, is injected into the exhaust flow. This releases ammonia, which converts up to 80 percent of nitrogen oxides into harmless nitrogen and water in the downstream SCR (Selective Catalytic Reduction) catalytic converter. As a result, the S 350 BlueTEC already complies with the emission levels which are planned for 2014 with the introduction of the EU6 standard. The AdBlue® tank is installed under the boot floor and has a capacity of 25.7 litres. The supply is replenished at the regular maintenance intervals, every 25,000 kilometres.

Key figures for the new V6 diesel engine
Cylinder arrangement/number: V6
Displacement (cc): 2987
Bore (mm): 83
Stroke (mm): 92
Compression ratio: 15.5:1
Output (kW at rpm):190 at 3600
Torque (Nm at rpm): 620 at 1600-2400 rpm

BlueDIRECT technology makes V6 and V8 engines fit for the future
With the two BlueDIRECT power plants of the S 350 BlueEFFICIENCY and S 500 BlueEFFICIENCY, Mercedes-Benz is once again raising the bar when it comes to efficiency in the luxury saloon segment. They are representatives of a new generation of BlueDIRECT V6 and V8 engines. With its new generation V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their high level of refinement also have a future.

Centrepiece of the BlueDIRECT technology package is the improved third-generation direct petrol injection with spray-guided combustion and piezo injectors. In combination with multi-spark ignition it taps further possibilities for improving consumption – in the V8 unit through a further developed homogeneous combustion process (“homogeneous split”); in the V6 engine through a new stratified combustion method with a much larger useful engine characteristic map and lean-burn combustion for optimum consumption (“homogeneous stratified mode”). As the name indicates, the HOS method is a combination of homogeneous-lean and conventional stratified combustion. The first injection takes place during the intake stroke so that a homogeneous base mixture is formed. The “stratified” injection proper takes place during the compression stroke prior to ignition, as map-controlled single or double injection.

Multi-spark ignition: best possible ignition to suit requirements
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 is rapidly recharged 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. Controlling this rapid multi-spark ignition enables both the time lapse before the next spark and the combustion duration for the relevant operating point to be optimally adjusted. This provides scope for optimising the centre of combustion and improving residual gas compatibility, especially during stratified charge operation. Fuel consumption can be reduced by roughly two percent in this way.

Depending on the driving cycle, fuel savings of up to four percent are possible alone by the use of piezo-electric injection technology in combination with multi-spark ignition.

S 350 BlueEFFICIENCY: up to 24 percent lower consumption
The ultra-modern 3.5-litre V6 engine of the S 350 BlueEFFICIENCY and S 350 4MATIC BlueEFFICIENCY is naturally aspirated, but also suitable for the future use of a turbocharger thanks to the modular design concept. The most striking change between the new V6 unit and its predecessor is a reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This enables the primary balancer shaft to be omitted, and as a result the driver registers an outstanding level of comfort.

The design highlights of the 3.5-litre V6 include a completely new air intake and exhaust system in conjunction with a variable resonance intake manifold and optimised inflow and outflow. Result: with the same displacement, the output compared with the previous 200 kW (272 hp) model is increased by 12.5 percent to 225 kW (306 hp), while maximum torque has increased by 5.7 percent to 370 Newton metres (predecessor: 350 Nm) and now is available over a broad engine speed range from 3500 to 5250 rpm.

In parallel with this substantial increase in power, Mercedes engineers have achieved an even more impressive reduction in fuel consumption. The predecessor’s NEDC consumption was already good at 10.0 litres of premium petrol per 100 kilometres, but has now been cut by almost a quarter. The new V6 petrol engine in the S 350 BlueEFFICIENCY is content with 7.6 litres per 100 kilometres. That adds up to savings of 2.4 litres or 24 percent, and makes the S 350 BlueEFFICIENCY the most economical petrol model in the luxury class. CO2 emissions have also fallen by 24 percent – from 234 to 177 grams per kilometre (short wheelbase) and by 23.5 percent to 179 grams per kilometre (long wheelbase). The S 350 BlueEFFICIENCY combines excellent consumption figures with dynamic performance, accelerating from standstill to 100 km/h in 6.9 seconds. Top speed is 250 km/h (electronically limited).

Key figures for the new V6 petrol engine
Cylinder arrangement/number: V6
Displacement (cc): 3498
Bore (mm): 92.9
Stroke (mm): 86
Compression ratio: 12.2:1
Output (kW at rpm): 225 at 6500
Torque (Nm at rpm): 370 at 3500-5250 rpm

S 500 BlueEFFICIENCY: more powerful, more economical, more efficient
The new V8 biturbo engine in the S 500 BlueEFFICIENCY and S 500 4MATIC BlueEFFICIENCY generates 320 kW (435 hp) with 15 percent less displacement (4663 instead of 5461 cc), and therefore around twelve percent more output than its 285 kW (388 hp) predecessor. Torque has risen from 530 to 700 newton metres – an increase of 32 percent.

Despite a considerable increase in power of 35 kW (47 hp), Mercedes developers have been able to reduce the combined fuel consumption of the S 500 BlueEFFICIENCY significantly. At 9.3 litres of premium petrol per 100 kilometres, this is 15.5 percent (short wheelbase) and 16 percent (long wheelbase) below the figure for the preceding model. An outstanding figure in the luxury class, this corresponds to CO2 emissions of 219 grams per kilometre. The excellent efficiency goes hand in hand with superior performance: the S 500 BlueEFFICIENCY sprints from zero to 100 km/h in impressive 5.0 seconds. Top speed is 250 km/h (electronically limited). The increase in output and torque despite the reduced displacement is mainly due to the use of two turbochargers – one for each bank of cylinders. These force the intake air into the eight combustion chambers at a pressure of up to 0.9. The turbochargers are configured to provide a high torque at low engine speeds, and an outstanding 600 newton metres are already available between 1600 and 4750 rpm.

Key figures for the new V8 biturbo engine
Cylinder arrangement/number: V8
Displacement (cc): 4663
Bore (mm): 92.9
Stroke (mm): 86
Compression ratio: 10.5:1
Output (kW at rpm): 320 at 5250
Torque (Nm at rpm): 700 at 1800-3500

The S 600, with its 380 kW (517 hp) 12-cylinder biturbo engine remains the top-of-the-line model: it accelerates the luxury saloon from a standstill to 100 km/h in impressive 4.6 seconds, and now also complies with the Euro 5 emission standard.

More efficiency thanks to demand-controlled ancillary units
In order to improve efficiency, Mercedes-Benz developers have also reduced the power consumption of the ancillary units for the new petrol and diesel engines. One of these is a newly developed, controlled oil pump. This operates at two pressure levels. At low engine speeds and loads the pump runs at a low pressure. The high-pressure stage is activated at the upper load and engine speed levels. Thanks to this innovative control concept, the lubrication and cooling points of the engine can be supplied with significantly lower drive energy than would be possible with an uncontrolled pump. In this way, the developers have particularly managed to lower fuel consumption in driving modes requiring less power, for example in urban traffic.

Another special feature is the switchable water pump. To enable faster engine warm-up, the pump is not activated until the optimum operating temperature is reached. This also contributes to the reduction in fuel consumption.

In the S 350 BlueEFFICIENCY and S 500 BlueEFFICIENCY, there is also intelligent generator management with braking energy recuperation.
Designed for maximum efficiency: the new 7G-TRONIC PLUS
All four new engines are combined with the new 7G-TRONIC PLUS 7-speed automatic transmission, which brings a further reduction in torque converter slip and optimised efficiency. A central role is played by the new torsion damper, which eliminates torsional eccentricities and vibrations in the transmission. The lower the rpm and the lower the number of cylinders, the more severe these can be. This results in a conflict of aims between comfort and fuel-efficient operation. Mercedes-Benz developers resolved this by using a so-called twin-turbine damper, which is also fitted with a centrifugal pendulum. Depending on the rpm, this moves the centre of mass and allows comfortable operation even in the most economical operating range.
The optimised damping allows a marked reduction in the slip of the torque converter lockup clutch even under low loads. In the fuel-efficient ECO transmission mode, this has enabled engine speeds to be lowered without compromising signature S-Class comfort. In addition, the optimised damping of rotational irregularities and vibrations in the transmission allows an even faster response to driver commands via the accelerator pedal.

The S 350 BlueTEC is already in the showrooms of Mercedes-Benz own-retail outlets and dealerships. The S-Class with the new BlueDIRECT petrol engines and the S 250 CDI BlueEFFICIENCY can be ordered with immediate effect.

S 250 CDI BlueEFFICIENCY Euro 71,876*
S 350 BlueTEC Euro 76,279*
S 350 BlueEFFICIENCY Euro 78,718*
S 500 BlueEFFICIENCY Euro 99,186*
S 600 Euro 156,961

All prices include 19 % VAT.
* for short-wheelbase model; S600 standard as long wheelbase version

The 225 kW (306 hp) V6 petrol engine in the S 350 BlueEFFICIENCY obtains a combined fuel consumption of only 7.6 litres of premium petrol per 100 kilometres (NEDC). The reduction of fuel consumption by about 24 percent compared with the previous model makes the luxury saloon the most economical petrol-powered model in its category. The CO2 emissions decline from 234 grams per kilometre to 177. The V8 biturbo engine of the S 500 BlueEFFICIENCY with peak output of 320 kW (435 hp) is content with 9.4 litres of premium petrol per 100 kilometres. This equates to a reduction in consumption of around 15 percent versus the predecessor; the CO2 emissions drop from 258 to 219 grams per kilometre. Tops in economy is the new S 350 BlueTEC. With a combined consumption of only 6.8 litres of diesel fuel per 100 kilometres – this works out to CO2 emissions of 177 grams per kilometre – it is eleven percent more economical than its predecessor and at the same time the most fuel-efficient S-Class of all time. Thanks to AdBlue® emission control the 190 kW (258 hp) V6 also ranks among the world’s cleanest diesel engines and already meets the stringent EU6 standard now.

Mercedes-Benz achieves this clear leap in efficiency in the petrol variants S 350 BlueEFFICIENCY and S 500 BlueEFFICIENCY through the combination of the standard automatic start/stop function with the extensively updated 7G-TRONIC PLUS 7-speed automatic transmission and the newly developed BlueDIRECT technology package, the heart of which is the third-generation spray-guided direct petrol injection including multiple injection and multi-spark ignition. The two petrol engines are representatives of a new Mercedes-Benz engine family with a large range of displacements and outputs. Its trademark is a modular concept which permits the flexible integration of turbochargers and a combination with 4MATIC all-wheel drive and hybrid modules.

S 350 BlueEFFICIENCY: up to 24 percent lower consumption
The design highlights of the 3.5-litre V6 in the S 350 BlueEFFICIENCY include a completely new air intake and exhaust system in conjunction with a variable resonance intake manifold and optimised inflow and backflow. Result: with the same displacement, the output compared with the previous 200 kW (272 hp) model rose by 12.5 percent to 225 kW (306 hp), while maximum torque has increased by 5.7 percent to 370 Newton metres (predecessor: 350 Nm) and now is available over a broad engine speed range from 3500 to 5250 rpm.

Parallel to this substantial increase in power the Mercedes engineers achieved an even more impressive reduction in fuel consumption. The predecessor’s NEDC consumption was already a good 10.0 litres of premium petrol per 100 kilometres, but now has been cut by almost a quarter. The new V6 petrol engine in the S 350 BlueEFFICIENCY is content with 7.6 litres per 100 kilometres. That adds up to savings of 2.4 litres or 24 percent and makes the S 350 BlueEFFICIENCY the most economical petrol model in the luxury class. The CO2 emissions also have fallen by 24 percent – from 234 to 177 grams per kilometre. The S 350 BlueEFFICIENCY combines excellent consumption figures with dynamic performance, managing to accelerate from standstill to a speed of 100 km/h in 6.9 seconds. Top speed is 250 km/h (electronically limited).

The ultramodern V6 engine is naturally aspirated, but it is suitable for the future use of a turbocharger thanks to the modular design concept. The most striking change between the new V6 unit and its predecessor is a reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This enables the primary balancer shaft to be omitted, and as a result the driver registers an outstanding level of comfort.

S 500 BlueEFFICIENCY: more powerful, more economical, more efficient
The new V8 biturbo engine in the S 500 BlueEFFICIENCY generates 320 kW (435 hp) with 15 percent less displacement (4663 instead of 5461 cc), getting around twelve percent more power than its 285 kW (388 hp) predecessor. Torque rose from 530 to 700 Newton metres – an increase of 32 percent.

Despite substantial extra power, the Mercedes developers were able to cut the combined fuel consumption of the S 500 BlueEFFICIENCY noticeably. At 9.4 litres of premium petrol per 100 kilometres, fuel economy is 15.5 percent (short wheelbase) and 16 percent (long wheelbase) better than in the previous model. An outstanding figure for the luxury class, it is equivalent to CO2 emissions of 219 grams per kilometre.

The excellent efficiency goes hand in hand with superior performance: the S 500 BlueEFFICIENCY sprints from zero to 100 km/h in impressive 5.0 seconds. Top speed is 250 km/h (electronically limited).

The Mercedes-Benz engineers achieved the combination of higher output and more torque from a smaller displacement mainly through the use of two turbochargers – one per cylinder bank. They force the intake air into the eight combustion chambers at an overpressure of up to 0.9 bar. The turbochargers are designed so that they provide high torque at low engine speeds.

BlueDIRECT technology makes V6 and V8 engines fit for the future
The power plants of the S 350 BlueEFFICIENCY and S 500 BlueEFFICIENCY are representatives of a new generation of BlueDIRECT V6 and V8 engines. With its new-generation V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their high level of refinement also have a future.

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Centrepiece of the BlueDIRECT technology package is the improved third-generation direct injection with spray-guided combustion and piezo injectors. In combination with multi-spark ignition it taps further possibilities for improving consumption – in the V8 unit through a further developed homogeneous combustion process (“homogeneous split”); in the V6 engine through a new stratified combustion method with a much larger useful engine characteristic map and lean-burn combustion for optimum consumption (“homogeneous stratified mode”). As the name indicates, the HOS method is a combination of homogeneous-lean and conventional stratified combustion. The first injection takes place during the intake stroke so that a homogeneous base mixture is formed. The “stratified” injection proper takes place during the compression stroke prior to ignition, as map-controlled single or double injection.

Combining start-stop technology, shift point adjustment and thorough reduction of friction losses, the Mercedes developers have achieved improvements inroad consumption of more than 20 percent. In addition they have reduced the power consumption of the engine accessories. Among other things the S 350 BlueEFFICIENCY and S 500 BlueEFFICIENCY get 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 with braking energy recuperation. To reduce the engines’ fuel consumption further, the S 350 BlueEFFICIENCY and S 500 BlueEFFICIENCY also get the ECO start/stop function, which shuts off the engine when the car stops, at traffic lights for example.

S 350 BlueTEC: highly efficient, clean, powerful
The new S 350 BlueTEC develops an output of 190 kW (258 hp) from a displacement of 2987 cc. This is ten percent more than the previous model, which delivered 173 kW (235 hp). The torque of the V6 diesel has increased by 15 percent from 540 to impressive 620 Newton metres. Despite much improved performance, with a combined consumption of 6.8 litres of diesel fuel per 100 kilometres the S 350 BlueTEC beats its predecessor by 0.8 litres or eleven percent, making it the most economical S-Class of all time. The CO2 emissions likewise have fallen by eleven percent, from 199 to 177 grams per kilometre. The highly efficient V6 diesel gives the luxury saloon effortlessly superior performance: it sprints from zero to 100 km/h in 7.1 seconds; top speed is 250 km/h (electronically limited).

Moreover, the S 350 BlueTEC ranks among the world’s cleanest diesel models: BlueTEC is a technology developed by Mercedes-Benz to reduce emissions from diesel vehicles, in particular nitrogen oxides. To this end AdBlue®, an aqueous urea solution, is injected into the exhaust flow. This releases ammonia, which converts up to 80 percent of nitrogen oxides into harmless nitrogen and water in the downstream SCR (Selective Catalytic Reduction) catalytic converter. As a result, the S 350 BlueTEC already complies with the emission levels which are planned for 2014 with the introduction of the EU6 standard. The AdBlue® tank is installed under the luggage compartment floor and has a capacity of 25.7 litres. The tank is replenished at the regular maintenance intervals every 25,000 kilometres.

Active Lane Keeping Assist and Active Blind Spot Assist
In parallel with the CL-Class, Mercedes-Benz is also introducing two new safety systems for the S-Class which can help to avoid dangerous situations and accidents. When the wheels pass over a broken lane marking, the system activates an electric motor in the steering wheel which triggers brief vibrations – a subtle but effective warning signal.

Active Lane Keeping Assist takes effect when the vehicle unintentionally passes over a continuous line to the right or left of the lane. In this case it gently brakes the rear wheel on the opposite side of the vehicle to counteract the drift away from the lane. Active Lane Keeping Assist employs the Electronic Stability Program ESP® for this purpose.

Active Blind Spot Assist is now available as a further new feature for the S-Class. This system warns the driver by means of a red signal in the glass of the exterior mirror when it detects that changing the lane may lead to an accident. Close-range radar sensors scan the area directly alongside and behind the car for this purpose. If the driver ignores the warnings and a vehicle in the neighbouring lane comes dangerously near – when cutting in after overtaking, for example – gentle corrective braking intervention will take place via ESP® on the wheels on the opposite side of the vehicle. This results in slight yawing of the saloon around its vertical axis as a result of the varying brake force distribution. Where an accident is nevertheless unavoidable, braking intervention by Active Blind Spot Assist helps to reduce the severity of impact.

Active Lane Keeping Assist and Active Blind Spot Assist are available for the S-Class now as part of the Driving Assistance package Plus.

New leather appointments with stitching
To personalise the interior of the S-Class, Mercedes-Benz is also offering new, high-quality leather appointments which underscore the luxury saloon’s exclusive character. A defining feature is the contrasting stitching on the PASSION leather package and the Exclusive PASSION leather package (standard for S 600). Colours and scope of appointments vary according to upholstery and package contents.

The PASSION leather package features the stitching on the fine leather of the seats and armrests as well as on the top and bottom of the instrument panel support and the door panelling, all of which are finished in ARTICO, a man-made leather which is pleasant to the touch. The Exclusive PASSION leather package features seats, armrests, instrument panel support, door linings, ruffled pockets and a rear shelf in fine leather with contrasting stitching. Alcantara is used for the roof liner and to cover the A-, B- and C-pillars.

Tailor-made high-end sound system
The new Bang & Olufsen BeoSound AMG sound system tailored to the luxury saloon’s interior is available as a further new feature for the S-Class (standard for S 65 AMG). A combination of 15 loudspeakers and two amplifiers with a total output of 1200 W ensures a thrilling quality of sound from this high-end system. The algorithm of the digital sound processor allows a choice between high-end studio sound and surround sound, and the audio output can be focused exactly on the seat positions of the driver, front-passenger, rear seats or the centre of the interior.

Music can be enjoyed on long trips without tiring the listeners, thanks in particular to the dynamic compensation of driving noise. The digital sound processor analyses all the frequency bands and increases the volume according to the vehicle’s speed – via individual adjustment of each loudspeaker and the different frequency ranges.

The S-Class with the new BlueDIRECT petrol engines can be ordered starting at the end of September. The S 350 BlueTEC already is on display in the showrooms of the sales outlets of the Stuttgart car brand and its authorised dealers. The price is 76,279 euros.

Source: Daimler AG

Modified Transmissions Developed for Hybrid Models
Mercedes-Benz has launched in the United States two advanced-technology hybrid models – the S400 HYBRID and the ML450 HYBRID – both powered by a combination of electric motors and an Atkinson-cycle version of the 3.5-liter V6. Both vehicles come with a modified automatic transmission that features one or two electric motors integrated within the transmission. Characterized as a “mild hybrid,” the S400 HYBRID has a single 20-horsepower electric motor inside the transmission. The ML450 HYBRID is considered a full hybrid, with two electric motors, each serving a specific purpose. Dedicated to pulling away under electric power, the motor on the output shaft of the ML450 HYBRID generates 80 hp and 192 lb.-ft of torque. Located closer to the gasoline engine, the other motor is set up specifically for acceleration and is rated at 83 hp and 173 lb.-ft of torque.

Award-Winning MCT Sports Transmission – The Best of Both Worlds
AMG is taking the automatic transmission another major step forward. With a start-up clutch that replaces the torque converter, the new seven-speed MCT sports transmission provides the direct feedback of a manual transmission with the total convenience of an automatic, offering impressive versatility and even faster shift times. Thanks to its low rotational mass, the start-up clutch helps the transmission respond instantaneously and dynamically, with no slip.

Standard equipment in the 2011-model E63 AMG sedan and SL63 AMG roadster, the MCT AMG SPEEDSHIFT PLUS transmission features seven speeds, four shift modes, an automatic rev-matching function and a Race Start mode. With four drive modes: “C” (Comfort), “S” (Sport), “S+” (Sport plus) and “M” (Manual), the MCT transmission provides customized shift control for maximum driving pleasure, and does so with no interruption of power.

In Comfort mode, smooth shifts coupled with a “soft” accelerator response are set up for smooth power transfer. In Sport mode, the engine and transmission interact quicker – upshifts and downshifts take place at higher engine speed. Gearshifts are around 20 percent faster than in Comfort mode. Switching to Sport Plus cuts another 20 percent off shift times, while the sportiest mode, Manual, reduces shifting times by another 10 percent – a total reduction of 50 percent compared with Comfort mode. In Manual mode, the gearshifts take only 100 milliseconds.

The rev-matching function provides precisely computerized matching of engine speed with every manual or automatic downshift, and is active in the “S” (Sport), “S+” (Sport plus) and “M” (Manual) modes. Not only does this smooth downshifting make driving more fun, but it also minimizes jerking, a special benefit when braking into a curve.

The E63 AMG sedan and the SL63 AMG roadster even come with a Race Start feature, which helps maintain full-throttle acceleration and optimal traction during race competition. After selecting the Race Start mode, the driver steps on the brake with the left foot and pushes the ESP Sport switch. When confirmation appears in the central display, the driver reconfirms Race Start by pulling the upshift paddle once, flooring the accelerator and releasing the brake. Engine speed is set automatically, and the car launches with full acceleration.

Seven Speeds – Smoother, Faster and More Frugal
In general, seven gear ratios provide a wider spread of ratios between first gear and top gear and, at the same time, allow the engine to run in its most favorable rev range more often. It also gives the electronic control unit more flexibility in terms of maximizing fuel economy and making the transmission’s reaction time extremely fast.

Unlike many transmissions, the seven-speed transmission will skip up to four gears if necessary when the driver downshifts, shifting directly from seventh to fifth, for example, or even sixth to second. This helps the transmission choose the right gear ratio for quick acceleration and ensure almost imperceptible shifts in the process.

Direct Select Shift Lever on Many Models
The seven-speed automatic also benefits from new “shift-by-wire” electronic control technology. The S- and E-Class sedans, CL coupe and the GL-, M- and R-Class sport utilities feature the Direct Select shift lever – a small stalk on the right side of the steering column.

Thanks to the latest electronic technology, Direct Select makes shift control simpler than ever. Lift the stalk up for reverse, push down for drive, and push a button on the end for park. Once underway, pushing either one of the shift buttons on the “back” of the steering wheel provides Touch Shift manual gear changes.

Though gears can be manually selected, computer control prevents downshifts that would cause the engine to over-rev. The system is user-friendly, not to mention providing a clean, open look to the center console.

Five-Speed Automatic Still State-of-the Art
Some AMG, 4MATIC and V12-powered models come with a driver-adaptive five-speed electronic automatic transmission as standard equipment. Both automatic transmissions feature adaptive electronic control and make use of a refined, proven hydrodynamic torque converter with a special lock-up clutch inside the converter for maximum fuel efficiency. The lockup clutch eliminates the usual torque converter “slippage,” providing the direct connection and fuel efficiency of a manual transmission when the lockup clutch is engaged. After starting out in first, the Mercedes-Benz lockup clutch engages in all gears. To put that into perspective, many cars lock up the transmission torque converter only in top gear.

Adaptive Electronic Wizardry
The heart of all Mercedes-Benz automatic transmissions is a high-performance micro-processor, which is designed so the transmission shifts as the driver expects and wishes it to react. Continuous electronic networking with the engine and chassis management systems allows the transmission computer to adapt to a wide variety of driving situations, and even to the driver’s style.

By comparing road speed changes and load, or throttle opening, the transmission computer can instantly discern uphill and downhill grades, and adjust shifting as a result. It delays upshifts on descents (for engine braking), as a driver is likely to do with a manual transmission. The micro-processor even considers cruise control and engine temperature in the shifting decision.

The computer also measures how fast the driver presses and releases the accelerator pedal. If the pedal is pressed relatively quickly, the transmission is more likely to downshift, for instance during sporty, more spirited driving, while upshifts are less likely when the pedal is released quickly. With normal pedal operation, shifts occur according to a basic program aimed at getting the best fuel mileage.

Smooth Shifts
The transmission computer is also networked to the ABS and traction control systems (and to yaw and steering sensors from the standard ESP stability control system) so that it can recognize cornering and low-traction conditions. Based on this data, the transmission may delay or hasten a gearshift to ensure that it creates no negative effect on vehicle stability or traction control. Not only does the transmission computer adjust shift feel according to engine speed and load (smooth shifts during leisurely driving, crisper shifting with more spirited driving), but it’s even able to reduce engine power for a split second (by retarding ignition timing) to ensure smooth gear changes.

AMG Paddle Shifters Inspired by Formula 1 Racing
Mercedes-Benz models produced by AMG, the company’s in-house high-performance division, are fitted with paddle shifters inspired by the world of Formula 1 racing. Mounted on the steering wheel, the paddle shifters work in conjunction with an AMG SPEEDSHIFT transmission to provide up to 35 percent faster gear changes than a conventional automatic.

Like all Mercedes automatics, SPEEDSHIFT will automatically downshift under heavy braking, selecting the optimal gear for the situation. Also, by holding the gear lever to the left, the transmission will choose the best possible gear for maximum acceleration in any situation. The AMG SPEEDSHIFT transmission will also hold a selected gear under high cornering loads, avoiding upshifts in mid-corner. As well, a special lightweight torque converter will lock up in all forward gears.

Source: Daimler AG

Contributing to this are The AMG 5.5 liter Bi-turbo V8 and the Speedshift MCT 7-speed sports transmission. Naturally the premium sedan is also fully equipped with an abundance of assistance systems and design highlights.

Source: Mercedes-Benz.tv

At the top of the line are two V12-powered cars – the S600 (510 hp, 612 lb.-ft.) and the S65 AMG (621 hp, 738 lb.-ft.), which boasts 17 additional horsepower for 2011. The high-performance AMG sedans are contrasted by the innovative S400 HYBRID (295 hp, 284 lb.-ft.).

Innovative New Safety Features
New safety options for the 2011 S-Class line include Active Lane Keeping Assist and Active Blind Spot Assist that both incorporate automatic ESP brake intervention. Active Lane Keeping Assist recognizes lane markings (thanks to a multi-purpose camera in the windshield and a computer that analyzes the images) and alerts the driver by simulating rumble strip vibrations in the steering wheel if the car drifts from its lane without the turn signals on.

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Active Blind Spot Assist monitors both blind spots behind the vehicle. Whenever a turn signal is activated with a vehicle in the blind spot, the driver gets visual and audible warnings. Both Active Lane Keeping Assist and Active Blind Spot Assist now incorporate an intervention feature, in which ESP braking automatically helps correct the car’s course if the driver doesn’t heed the initial warning.

The 2011 S-Class sedans are also available with an innovative SPLITVIEW dual-content viewscreen, which allows the driver and front passenger to view two different programs on the same screen at the same time. For example, the driver can be viewing the navigation system, while on the very same display screen, the passenger (looking from a different angle) is watching a movie.

30 Percent Better Fuel Economy with S400 HYBRID
The S400 HYBRID comes with the world’s first lithium-ion battery designed specifically for automotive use. The light-weight, high-capacity lithium-ion battery works with a 20-horsepower electric motor and a 275-hp V6 gasoline engine to provide hybrid power with impressive fuel economy.

The Mercedes-Benz S400 HYBRID uses a 3.5-liter V6 gasoline engine, a magneto-electric motor and sophisticated hybrid electronics to produce 30 percent better fuel economy than a comparable S550 model. Not only does the electric motor make 20 horsepower, but it also produces an impressive starting torque of 118 lb.-ft., while the gasoline engine develops 275 hp and 258 lb.-ft. of torque.

A powerful computer controls the hybrid system, recalculating the best operating mode 160 times a second. Capable of up to 50 million calculations per second, the system works to maintain an ideal balance between fuel economy and performance.

The 120-volt lithium-ion battery weighs less than most other batteries and takes up less space, but has high energy density for its size. As a result, it can be installed in the engine compartment, so the car’s ample trunk capacity and spacious interior are not affected. The lithium-ion battery has high-strength steel housing, a separate cooling circuit, and its cells sit in a special gel that dampens any jolts and vibration.

Characterized as a “mild hybrid,” the S400 HYBRID’s gasoline engine and electric motor work together for responsive performance, and its driveline includes a specially configured seven-speed automatic transmission, a transformer to power the 12-volt vehicle system and intelligent operating electronics. The disc-shaped electric motor is mounted in the torque converter housing, between the engine and transmission.

The hybrid system includes a convenient start-stop function that turns off the gasoline engine below nine mph when braking to a stop. When the S400 HYBRID is at a traffic light, for example, the gasoline engine is off, but the AC compressor and steering pump are operated electrically, so air conditioning and power steering are fully operational. When the brakes are released, the gasoline engine is started automatically, and works with the electric motor for seamless performance.

During braking, the electric motor acts as a generator, recovering kinetic energy and storing it in the lithium-ion battery. Under heavy braking, the vehicle’s conventional brakes also come into play. Recovered energy is stored in the battery and re-used whenever the electric motor is running.

No Sacrifice in Convenience or Roominess
The S400 HYBRID has the same interior room, luxury and convenience features as other S-Class vehicles. The hybrid model is differentiated by unique ten-spoke 18-inch wheels and HYBRID logos on the trunk lid and dash as well as BlueEfficency badging on the front fenders. A special hybrid pictogram within the speedometer shows the energy flow, energy recovery and battery charge.

In addition to the new Active Lane Keeping Assist and Active Blind Spot Assist systems, many innovative safety features are available on the S-Class sedan. The optional PRE-SAFE Brake system has full 100-percent braking in emergencies, and models fitted with ABC active suspension include crosswind stabilization.

ATTENTION ASSIST Cautions “Time For A Rest?”
Standard on all S-Class models except the S400 HYBRID, the ATTENTION ASSIST system can alert the driver to the first signs of drowsiness, a factor that causes more than 100,000 accidents a year in the U.S. A steering sensor is coupled to smart software that uses 70 parameters to establish a unique driver profile during the first 20 minutes of driving.

Between 50 and 112 mph, the system identifies the erratic steering corrections drivers make as they begin to get drowsy and triggers an audible warning, and a “Time for a rest?” message with a coffee cup icon appears in the instrument cluster.

More Safety Systems Assist the Driver
Standard Adaptive Highbeam Assist uses a windshield-mounted camera to detect both headlights and taillights, then softly and automatically transitions between high and low beams to avoid dazzling other drivers. With this system, the range of the headlights can be infinitely varied from 220 feet to up to 1,000 feet.

Night View Assist PLUS allows a driver to see pedestrians up to 325 feet earlier than before. When the system recognizes pedestrians, they appear in the display with an outlined frame highlighting each person.

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In contrast to passive systems that rely on thermal imaging, this active system bathes the road ahead with invisible infra-red light from two beams mounted in the headlights. Extending the driver’s ability to see ahead to nearly 500 feet, Night View Assist PLUS uses an infra-red camera in the windshield and displays the reflected images as highly detailed black & white video images in the instrument cluster.

PRE-SAFE® Brake Can Automatically Apply Full Braking in Emergencies
All cars equipped with the optional radar-based DISTRONIC PLUS system reap the benefit of another revolutionary Mercedes-Benz safety feature – PRE-SAFE® Brake. To reduce accident severity, the latest version of PRE-SAFE Brake applies full braking automatically in emergencies.

When PRE-SAFE Brake senses an impending collision with the help of DISTRONIC PLUS, the system sounds three warning tones. About 1.6 seconds before impact is likely, partial braking is automatically initiated, and PRE-SAFE occupant protection measures are activated. If the driver still fails to react, full-power braking is initiated about 0.6 seconds before the collision, reducing the impact and effectively acting as an “electronic crumple zone.”

PRE-SAFE Brake builds on the original PRE-SAFE system that Mercedes-Benz launched on the S-Class sedan in 2002. Standard on all S-Class models, the “basic“ PRE-SAFE® system automatically tightens the front seat belts during those valuable seconds just before a possible impact, and the front passenger seat (and optional power rear seats) move to positions that can provide better protection. If the system senses an impending rollover, the sunroof closes as well.

Side windows also close to provide better support for the window curtain air bags, and special seat cushions can inflate to provide greater lateral support for occupants and to help the side air bags provide even better collision protection.

DISTRONIC PLUS Helps in Stop-and-Go Traffic
The DISTRONIC PLUS adaptive cruise control system uses radar sensors to help maintain a pre-set following distance behind the vehicle ahead. The latest system can actually brake the car to a full stop and accelerate it again. DISTRONIC PLUS works at speeds up to 125 mph and can be especially helpful in stop-and-go traffic. Short-range 24-gigahertz radar sweeps the first 33 yards in a fan-shaped 80-degree pattern, working in tandem with a narrower nine-degree beam of 77-gigahertz radar. The two radar frequencies complement each other to cover a full range of more than 160 yards – more than 1½ football fields.

Parktronic with Parking Guidance utilizes eight ultrasonic sensors mounted behind the front and rear bumpers. At low speeds, the system scans available parking spaces and displays a “P“ in the dash if the car will fit in the space. When the car’s in reverse, Parking Guidance displays a top-view pictogram of the car and provides helpful steering guidance.

Crosswind Stabilization
S-Class models with ABC active suspension come with a crosswind stabilization feature that’s part of the ABC system software. If the car is affected by a crosswind, in a split-second, the ABC system uses its servo pistons at each wheel strut to change wheel load distribution and stabilize the car. The ABC crosswind stabilization feature depends on networked signals from the ESP yaw and lateral acceleration sensors.

Torque-Vectoring Brake
Standard on all S-Class models except the S400 HYBRID, a Torque Vectoring feature within the ESP stability control system is specifically designed to sharpen steering response during spirited driving. When sharp, aggressive steering inputs from the driver are sensed, brief braking pulses at the inside rear wheel help pivot the vehicle and improve active handling response.

Source: Daimler AG

Developing 604 horsepower, the AMG limited-production V12 models can accelerate from zero to 60 miles per hour in a breathtaking 4.2 seconds, with impressive power all the way to their electronically-limited 186 mph top speeds. Perhaps more important in everyday driving than sheer horsepower is the twin-turbo’s enormous torque of 738 lb.-ft., available from 2,000 all the way to 4,000 rpm.

A Major Boost for Mercedes V12 Power
The standard 5,439-cc Mercedes-Benz V12 engine has been enlarged by installing a special crankshaft that increases the piston stroke from 87 to 93 millimeters. With larger heat-resistant forged pistons as well (up from 80 to 82.6 mm), the AMG 12-cylinder displaces 5,980 cubic centimeters, or about 365 cubic inches. To provide more fuel and air for the larger engine, revised AMG camshafts provide higher intake valve lift and longer opening duration, and fuel injectors with larger openings are used in conjunction with higher fuel pressure – 3.8 bar or 54 pounds per square inch. Larger turbochargers push more air into the engine, with boost set at 1.5 bar or 22 psi.

Hot V12 Engine Stays Cool
Air that’s pressurized by the turbochargers gets hot as a result, so it’s circulated through a special water-cooled intercooler before entering the engine. A dedicated radiator for the intercooler is 70 percent larger than on the standard v12, resulting in intake air temperatures that run about 25 percent cooler than the standard engine. This denser intake air plays a major role in increasing the engine’s horsepower and torque. All the additional power means a lot more heat, so new oil jets in the aluminum block spray more oil onto the underside of each piston. With a larger oil pump, a larger oil cooler circulates more cooling oil throughout the engine.

One Man, One Engine – Individual Hand Craftsmanship
Each new AMG engine is hand-assembled one at a time by an expert technician at Mercedes-AMG in Affalterbach, Germany. Mercedes-AMG follows a philosophy of “one man, one engine,” which means that a single technician – identified by the signature plate affixed to the engine – is responsible for the complete assembly of an AMG high-performance engine from start to finish. With the utmost care, the craftsman installs each and every part – from the crankshaft, connecting rods and pistons to the intake system, wiring harness and oil fill-up. Each engine is bench-tested to ensure consistent quality and maximum performance.

Source: Daimler AG

With a fuel consumption of 10.5 litres per 100 kilometres (NEDC combined), the new high-performance Saloon not only undercuts its direct competitors – it is also more than 25 percent more economical in terms of its fuel consumption than the previous model with naturally aspirated V8 engine.

The new S 63 AMG marks the start of a new chapter in the “AMG Performance 2015″ drive strategy: Mercedes-AMG is continuing this impressive story and is meeting its promise to continuously reduce both the fuel consumption and emissions of new models with the new engine/transmission combination – while reaching new heights with the central AMG brand value of “performance”.

According to Ola Källenius, head of Mercedes-AMG GmbH: “We are heading into a new era with the S 63 AMG: for the first time we have combined spray-guided direct petrol injection with biturbocharging and the start/stop system. Together with the AMG SPEEDSHIFT MCT 7-speed sports transmission, we have reduced both fuel consumption and emissions significantly – while at the same time increasing output and torque.”

The new AMG 5.5-litre V8 biturbo engine will play a significant role in the Mercedes-AMG model strategy over the coming year. The unique AMG SPEEDSHIFT MCT 7-speed sports transmission will also help to ensure that future high-performance AMG vehicles benefit from an exciting and at the same economical transmission of power too. The new engine/transmission combination marks a further milestone in the successful history of Mercedes-AMG, which began back in 1967.

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Direct petrol injection with spray-guided combustion and twin turbocharging
Designated internally as the M157, the new V8 engine is a prime example of efficiency and features a whole host of impressive technological highlights: for the first time AMG is taking advantage of direct petrol injection with spray-guided combustion and piezo injectors. This technology enables improved fuel economy thanks to higher thermodynamic efficiency, which in turns leads to lower exhaust emissions. AMG has combined the spray-guided combustion with biturbocharging. Other highlights of the innovative, original eight-cylinder engine from Affalterbach include full aluminium crankcase, four-valve technology with variable intake valve timing, air/water charge air cooling, generator management and also standard Controlled Efficiency start/stop function. Compared with the AMG 6.3-litre naturally aspirated V8 engine with a displacement of 6208 cc, the new AMG 5.5-litre V8 biturbo engine achieves all this with a displacement of 5461 cc.

This high-tech package leads to a high output and torque yield, together with fuel consumption figures that are unrivalled in the competitive lineup. The AMG 5.5-litre V8 biturbo engine develops a peak output of 400 kW (544 hp) and maximum torque of 800 Nm. In conjunction with the AMG Performance package these figures are increased to 420 kW (571 hp) and 900 Nm. A look at the performance diagrams shows that no other engine in this output class achieves the figures delivered by the new AMG biturbo. The major difference between the two performance classes is an increase in the maximum charge pressure from 1.0 to 1.3 bar. In addition, the engine cover of the S 63 AMG with the AMG Performance package comes in genuine carbon fibre.

Quantum leap: fuel consumption reduced by more than 25 percent
With an NEDC fuel consumption of only 10.5 litres per 100 kilometres, the new S 63 AMG is 3.9 litres more economical than the previous model powered by the naturally aspirated AMG 6.3-litre V8 – despite an increase in output of 14 kW (19 hp) and 34 kW (46 hp) respectively, and in torque of 170 and 270 Nm. Engine specialists consider this achieved fuel saving of more than 25 percent to be nothing less than a quantum leap. CO2 emissions have likewise been significantly reduced: at 244 grams per kilometre, the figure is almost 30 percent lower than for the previous model. Both performance variants have identical fuel consumption and CO2 figures.

With figures like these, the new S 63 AMG is not only considerably better than all its competitors, but also more fuel-efficient than much less powerful cars in this segment.

Sports car-level performance
At the same time the S 63 AMG delivers superior performance at sports car level: the high-performance saloon accelerates from zero to 100 km/h in 4.5 seconds, and has an electronically limited top speed of 250 km/h. The 100 km/h mark is reached in just 4.4 seconds with the AMG Performance package, with the top speed increased to an electronically limited 300 km/h.

It is not only the unrivalled torque delivery of this turbocharged eight-cylinder that makes the heart beat faster, as the agile responsiveness with no irritating charger delay leads to an effortlessness and dynamism previously unknown in this output class. All perfectly matched by the powerful, sonorous engine note. Moreover, this AMG high-performance engine naturally meets all the requirements with respect to smooth, quiet running and the comfort on long journeys that is to be expected of a Mercedes.

AMG SPEEDSHIFT MCT 7-speed sports transmission
Power is transferred by the AMG SPEEDSHIFT MCT 7-speed sports transmission used exclusively by AMG, which is already familiar from the SL 63 AMG and E 63 AMG and combines high emotional appeal with outstanding driving dynamics, impressive comfort and a high level of efficiency. The wet start-up clutch replaces a conventional torque converter, and helps to save fuel. The exemplary fuel economy is also in large measure due to the standard start/stop function. This system is active in the transmission’s Controlled Efficiency (“C”) mode, and switches the eight-cylinder engine off when the car comes to a stop. In “C” mode the sports saloon always starts off in second gear, and the transmission shifts to the next, higher gears at a decidedly early stage. With its high torque at low engine speeds, the V8 engine encourages a smooth, effortless driving style.

The eight-cylinder biturbo engine also features the generator management system familiar from the E 63 AMG: whenever the engine is on the overrun or when braking, kinetic energy is used to charge the battery rather than being wasted as heat in the usual way. In all other operating modes a combination of onboard network and generator management enables the generator to be kept at a low voltage. This reduces the load on the engine and makes for fuel savings of around 0.15 litres per 100 kilometres according to the NEDC standard, and up to 0.2 l/100 km in city traffic with its frequent overrun and braking phases.

Engine production – tradition of hand-built excellence
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.

Long tradition of powerful AMG V8 engines
Powerful eight-cylinder engines are an inseparable part of AMG’s corporate history. Established in 1967, the company immediately caused a stir with the 300 SEL 6.8 AMG which succeeded in taking second place at the 24-hour races at Spa-Francorchamps (Belgium). The AMG racing saloon was technically based on the Mercedes-Benz 300 SEL 6.3. With an engine output of 184 kW (250 hp) at 4000 rpm and a top speed of 220 km/h, this luxury V8 saloon was Germany’s fastest regular production car at the time. Classic tuning as well as an enlarged displacement from 6330 to 6835 cc resulted in an increase in output to 315 kW (428 hp) at 5500 rpm and in torque from 500 to 608 Nm.

A further milestone in the AMG engine story was the M117, the first eight-cylinder unit with four-valve technology. With a displacement of 5.6 litres, 265 kW (360 hp) and 510 Nm of torque, this V8 accelerated the Mercedes-Benz 300 CE 5.6 AMG to a top speed of 303 km/h in 1987. This made the coupé the fastest German car in series production, and American fans reverently christened it “The Hammer”.

Another important engine in the history of AMG was the supercharged AMG 5.5-litre V8 introduced in 2001: the M113 K developed an output of up to 428 kW (582 hp) and torque of 800 Nm. The supercharged AMG 5.5-litre V8 in the SLR McLaren of 2003 was even more powerful – the M155 developed up to 478 kW (650 hp) and 820 Nm. 2005 saw the debut of the AMG 6.3-litre V8 engine; depending on the model, the naturally aspirated, high-revving M156 developed up to 386 kW (525 hp) and 630 Nm. Exclusively reserved for the new SLS AMG, the likewise 6.3-litre M159 has a maximum output of 420 kW (571 hp) and maximum torque of 650 Nm.

Numerous victories in the “International Engine of the Year Awards”
The supercharged AMG 5.5-litre V8, the AMG 6.3-litre V8 and the AMG 6.0-litre V12 biturbo were all able to win the Best Performance Engine category in the International Engine of the Year Awards. The AMG 6.3-litre V8 also won in 2009 and 2010 in the “Above 4 litres” class.

New AMG triple-spoke light-alloy wheels
In visual terms, the new S 63 AMG is distinguished by a number of subtle touches: “V8 Biturbo” lettering on the mudguards points to the new powertrain. Also new are the AMG triple-spoke light-alloy wheels, painted in titanium grey and with a high-sheen finish, and fitted with 255/40 or 275/40 R 19 tyres. In the interior, the S 63 AMG boasts a newly designed AMG instrument cluster with “AMG V8 Biturbo” starting screen. The standard PASSION leather upholstery has been enhanced with new, contrasting colour stitching.

A new range of attractive optional appointments is now also available for the S 63 AMG: the Bang & Olufsen BeoSound AMG high-end sound system, developed especially for the S-Class, ensures an exceptional listening experience. With a total output of 1200 watts, 15 loudspeakers, acoustic lens tweeters in the A and B-pillars as well as a digital sound processor (DSP), it transforms the Saloon into a full-blown concert hall with perfect acoustics.

Active Lane Keeping Assist and Active Blind Spot Assist
The unique combination of innovative camera and radar-based driver assistance systems has been enhanced even further with immediate effect with a view to perfecting the vehicle’s active and passive safety. The new Active Lane Keeping Assist comes into play when the S 63 AMG unintentionally strays over a solid line on the right or left of a lane or on the outside of a bend. In such cases the Electronic Stability Program ESP applies the brakes to the wheels on the opposite side of the vehicle to prevent it from unintentionally straying from its lane.

Also new is the Active Blind Spot Assist, which warns the driver by displaying a red warning in the glass of the relevant exterior mirror when it detects that changing lanes would be too dangerous. If the driver ignores the warning signal and a vehicle in an adjacent lane comes too close, the ESP takes corrective action by applying the brakes to the wheels on the opposite side of the vehicle.

Crosswind stabilisation, Torque Vectoring Brake and Direct-Steer system
The AMG sports suspension based on Active Body Control (ABC) provides crosswind stabilisation as standard equipment: thanks to this function, influences caused by crosswinds are compensated for, or – in the case of strong gusts – reduced to a minimum. ABC compensates against the effect of crosswinds by adjusting the wheel load distribution within milliseconds, using the yaw-rate and lateral acceleration sensors of the ESP.

Also making up the standard equipment is the Torque Vectoring Brake: when cornering, brief direct application of the brakes has an effect on the vehicle’s inner rear wheel so that the saloon corners precisely and under control at all times. The Torque Vectoring Brake is an additional feature of the Electronic Stability Program and not only noticeably improves responsiveness but also active handling safety in critical conditions. The driving experience is further heightened thanks to the Direct-Steer system: with its variable ratio depending on steering angle, it helps to ensure a more direct response when cornering, and therefore more responsive handling – in brief: enhanced driving pleasure at the wheel of the Mercedes-AMG S-Class.

AMG high-performance braking system with double floating brake caliper
Based on the ADAPTIVE BRAKE system, the AMG high-performance braking system continues to provide optimum fade resistance, deceleration and sensitivity. The front axle features a double floating brake caliper. This exclusive technology combines the advantages of a sliding-caliper disc brake – reduced heat transfer to the brake fluid and clear advantages in terms of comfort thanks to the brake lining guide mechanism – with the efficiency of an extra large fixed caliper brake.

Exclusive optional extras are also available for the S 63 AMG from the AMG Performance Studio:

* AMG Performance package: increase in maximum power of 20 kW (27 hp) and maximum torque of 100 Nm, genuine carbon fibre AMG engine cover
* AMG double-spoke forged wheels, painted in black with a mirror finish and fitted with 255/35 R 20 front and 275/35 R 20 rear tyres
* AMG Performance steering wheel with Alcantara inserts in the grip areas
* AMG trim in black piano lacquer/carbon fibre

The S 63 AMG is available in short or long-wheelbase versions, and will celebrate its market launch at the end of September 2010. Prices at a glance:

* S 63 AMG (short wheelbase): 128,800 euros (excl. VAT) / 143,752 euros (incl. 19% VAT)
* S 63 AMG (long wheelbase): 127,200 euros (excl. VAT) / 151,368 euros (incl. 19% VAT)

The AMG Performance package costs 7900 euros (excl. VAT) / 9401 euros (incl. 19% VAT).

Top-of-the-range S-Class models from Mercedes-AMG appeal to customers worldwide
Exclusivity and dynamism, effortless superiority and high tech: both the S 63 AMG and the top-of-the-line V12 model, the S 65 AMG, embody all of these characteristics. Since their market launch some four years ago, the S-Class models from AMG have won the hearts of more than 10,000 customers around the world – turning them into the clear market leaders in the small yet highly exclusive high-performance luxury saloon segment. The twelve-cylinder S 65 AMG model now produces 463 kW (630 hp) and will also be celebrating its market launch in September. The vehicle has a sales price of 192,500 euros (excl. VAT) / 229,075 euros (incl. 19% VAT).

Source: Daimler AG

1961 saw the launch of coupés in the premium-class 111 series, then the following year that of the 112 series, all of them highly sought-after vehicles today.

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An intermediate step in the tradition of great Mercedes-Benz coupés were the coupés of the 107 series. For in the case of the C 107 the coupés were based not on the four-door premium class saloons but on the roadsters of the SL-Class.

The C 126 successor series on the other hand offered four proper seats, a feature that has been continued to the present day in the C 140, C 215 and C 216 series.

In the Mercedes-Benz mid-series there has been an almost continuous coupé tradition since the late 1960s, perpetuated today by the E-Class Coupé from the C 207 series. The first mid-series coupé was the 114 series, more familiarly known as the Stroke Eight, since internally it bore the abbreviation “/8” to denote the year of its appearance, 1968. The car was also successfully exported to North America. The 123 series (1977 to 1985) followed seamlessly on and even offered a first-ever diesel-powered coupé – initially reserved for North American customers with a view to improving Corporate Average Fuel Economy there.

The coupé tradition was continued by the 124 series from 1987 to 1996. This link was established by the first CLK Coupé (C 208 series), launched in 1997 and built until 2002. For this model Mercedes-Benz sounded out the market with the aid of a coupé study, presented in 1993 at the Geneva Motor Show and revealing to an enthusiastic public the brand’s new “four-eyed” face. Built from 2002 to 2009, the CLK series (C 209) seamlessly built on the success of its predecessor. This was then continued by the E-Class Coupé C 207, awarded the GOOD DESIGN® Award and the German Design Award as a member of the current E-Class.

The presentation of the Vision CLS at the IAA Frankfurt Motor Show in 2003 caused a sensation and gave the motoring public a foretaste of the Mercedes-Benz CLS, which appeared the following year. This car combined the best of two worlds, offering the spaciousness and four doors of a sedan, while at the same time exhibiting its clear coupé roots with a skilfully designed body. The CLS quickly established itself as a modern automotive icon. And it created an entirely new market segment. After the success enjoyed by Mercedes-Benz, other carmakers with four-door coupés followed in its wake.

No review of the coupé history of Mercedes-Benz would be complete without mention of four exceptional sports coupés. In 1954 came the 300 SL (W 198). Not just the gullwing doors and timeless body design place this car in a class of its own in the automotive world – the whole vehicle remains today both a dream car and a dream coupé in one.

Then in 1969 the company presented the C 111 experimental car, initially as a test vehicle for the Wankel engine. This coupé unleashed a storm of interest and Mercedes-Benz even received numerous blank checks from potential customers. But the C 111 never went into production.

Although the Mercedes-Benz SLR McLaren (199 series) of 2003 was no direct descendant of the 300 SL, it still bears the genes of the Gullwing. For it is both a dream sports car and an original coupé design. In both cases, the roadster versions were later additions.

And finally, 2010 saw the arrival of the Mercedes-Benz SLS AMG to continue the history of Mercedes-Benz supersports cars. The elegant sportiness of this extraordinary coupé (C 197 series) ignites both passion and enthusiasm.

Every Mercedes-Benz coupé is a classic, whether it has historic roots or hails from the current model portfolio. These models perfectly round off the brand’s automotive product range and target a clientele for whom style and elegance retain a particular importance. In this way Mercedes-Benz coupés are a lifestyle statement on wheels.

Source: Daimler AG

The new S 350 BlueTEC combines outstanding safety and comfort plus performance on a par with an eight-cylinder vehicle with the excellent fuel consumption and emission values of a mid-size model. At 6.8 litres per 100 kilometres, the S 350 BlueTEC undercuts its predecessor model by 0.8 litres. CO2 emissions have similarly dropped by eleven percent, from 199 to 177 grammes per kilometre. At the same time output characteristics have improved, maximum power output rising from 173 kW (235 hp) to 190 kW (258 hp) with the current V6 engine and torque hitting a massive 620 Newton metres. The highly efficient and clean V6 diesel engine assures the luxury saloon of impressive performance, with acceleration from 0 to 100 km/h in just 7.1 seconds and a top speed of 250 km/h (electronically limited).

BlueTEC is a technology developed by Mercedes-Benz to reduce emissions from diesel vehicles, in particular nitrogen oxides. To this end AdBlue®, an aqueous urea solution, is injected into the exhaust flow. This releases ammonia, which converts up to 80 percent of nitrogen oxides into harmless nitrogen and water in the downstream SCR (Selective Catalytic Reduction) catalytic converter. As a result, the S 350 BlueTEC already complies with the emission levels which are planned for 2014 with the introduction of the EU 6 standard. The AdBlue® tank is installed under the luggage compartment floor and has a capacity of 25.7 litres. The tank is replenished at the regular maintenance intervals every 25,000 kilometres. The price for the new S 350 BlueTEC stands at € 76,279.00.

Active Lane Keeping Assist and Active Blind Spot Assist
In parallel with the CL-Class, Mercedes-Benz is also introducing two new safety systems for the S-Class which can help to avoid dangerous situations and accidents. When the wheels pass over a broken lane marking, the system activates an electric motor in the steering wheel which triggers brief vibrations – a subtle but effective warning signal. Active Lane Keeping Assist takes effect when the vehicle unintentionally passes over a continuous line to the right or left of the lane. In this case it gently brakes the rear wheel on the opposite side of the vehicle to counteract the drift away from the lane. Active Lane Keeping Assist employs the ESP® electronic stability programme for this purpose.

Active Blind Spot Assist is now available as a further new feature for the S-Class. This system warns the driver by means of a red signal in the glass of the exterior mirror when it detects that changing the lane may lead to an accident. Close-range radar sensors scan the area directly alongside and behind the car for this purpose. If the driver ignores the warnings and a vehicle in the neighbouring lane comes dangerously near – when cutting in after overtaking, for example – gentle corrective braking intervention will take place via ESP® on the wheels on the opposite side of the vehicle. This results in slight yawing of the saloon around its vertical axis as a result of the varying brake force distribution.

Where an accident is nevertheless unavoidable, braking intervention by Active Blind Spot Assist helps to reduce the severity of impact. Active Lane Keeping Assist and Active Blind Spot Assist are available for the S-Class now as part of the Driving Assistance package PLUS.

New leather appointments with stitching
To personalise the interior of the S-Class, Mercedes-Benz is also offering new, high-quality leather appointments which underscore the luxury saloon’s exclusive character. A defining feature is the contrasting stitching on the PASSION leather package and the Exclusive PASSION leather package (standard for S 600). Colours and scope of appointments vary according to upholstery and package contents. #

The PASSION leather package features the stitching on the fine leather of the seats and armrests as well as on the top and bottom of the instrument panel support and the door panelling, all of which are finished in ARTICO, a man-made leather which is pleasant to the touch. The Exclusive PASSION leather package features seats, armrests, instrument panel support, door linings, ruffled pockets and a rear shelf in fine leather with contrasting stitching. Alcantara is used for the roof liner and to cover the A-, B- and C-pillars.

Tailor-made high-end sound system
The new Bang & Olufsen BeoSound AMG sound system tailored to the luxury saloon’s interior is available as a further new feature for the S-Class (standard for S 65 AMG). A combination of 15 loudspeakers and two amplifiers with a total output of 1200 W ensure a thrilling quality of sound from this high-end system. The algorithm of the digital sound processor allows a choice between high-end studio sound and surround sound, and the audio output can be focused exactly on the seat positions of the driver, front-passenger, rear seats or the centre of the interior.

Music can be enjoyed on long trips without tiring the listeners, thanks in particular to the dynamic compensation of driving noise: a microphone integrated in the roof provides a continuous supply of data on the current interior noise level. The digital sound processor analyses all the frequency bands and increases the volume according to the vehicle’s speed – via individual adjustment of each loudspeaker and the different frequency ranges.

Source: Daimler AG

Designed to offer the ultimate in luxury and sophistication, the designo program from Mercedes-Benz combines exclusive paint finishes, hand-stitched leather appointments and exotic trim elements in fine wood, glossy, deep black piano lacquer and natural stone to allow customers the flexibility to design and specify a new Mercedes-Benz vehicle tailored to their exact personal preferences.

For the 2011 model year, Mercedes-Benz is pleased to announce that a full complement of designo options can be selected for the entire new E-Class family, which now includes the Coupe, Sedan, Cabriolet and Wagon. Currently available on the E-Class, S-Class, CL-Class, SL-Class, SLS AMG, M-Class and G-Class, the designo program offers a broad array of custom upholsteries, exotic trims and distinctive paint options for each model line.

Several new, carefully selected paint and trim options have recently been added to the already broad range of exquisite materials available through the designo program. Additional exterior paint colours include Allanite Grey, Cashmere White, and Platinum. Inside, a host of new, supple leather options including Platinum White, Light Brown, Jet Black and Deep White create a sensuous ambience, and in perfect complement, a new selection of rich trim elements include Curly Maple, Tamo, Olive, and Bamboo. To further highlight the potential for individualization, Mercedes-Benz is the only manufacturer to offer the patented and industry exclusive designo Labrador Blue and Star Galaxy stone trims on certain models.

Mercedes-Benz is the first manufacturer to exclusively offer matte paint on production vehicles. In addition to offering an elegant and durable alternative to traditional high-gloss paint finishes, the optional designo MAGNO paint offers many additional benefits including a reduced susceptibility to minor scratches due to the light reflection properties of the matte finish, and it also hides minor dirt and dust better than traditional finishes. designo MAGNO paint is currently available on most Mercedes-Benz passenger cars as part of the designo program, or by special order.

“Owning a Mercedes-Benz vehicle is an extension of personal style. The designo program empowers customers to select from a myriad of exclusive trims, distinctive colours and top quality materials to design a vehicle that reflects their own discerning tastes and individual preferences,” said Marcus Breitschwerdt, President and CEO of Mercedes-Benz Canada. “The elegant and graceful lines of our sedans, the aggressive styling of our coupes and cabriolet models and the ergonomic and luxurious interiors for all our vehicles provide an ideal starting point for customers to build their own, bespoke masterpiece. The designo program is yet another example of how Mercedes-Benz is endeavouring to offer our valued customers an unmatched ownership experience.”

Source: Daimler AG

“The more the car is able to take the pressure off the driver, the more stress-free driving on long journeys can become”, explained Dr. Jörg Breuer, Head of Active Safety of the Mercedes-Benz passenger car division, speaking on the fringes of a traffic safety conference in Berlin. Avoiding stress-induced accidents and improving physiological safety are among the main focal points of the safety research undertaken by Stuttgart-based automotive manufacturer Mercedes-Benz.

By way of example, Breuer referred to a warning system to detect drowsiness at the wheel, called ATTENTION ASSIST, which Mercedes-Benz is fitting as standard to all E and S-Class vehicles (with the exception of the S 400 HYBRID). “In the near future we plan to equip other model series with the system too”, announced Breuer. Based on 70 parameters, the system detects unusual steering wheel movements, such as when drivers are in danger of momentarily nodding off. The system then issues visual and audible warnings requesting the driver to take a break.

In Germany, drowsiness is currently the cause of 25 percent of all fatal road traffic accidents. According to scientific studies, material damage amounting to some five billion euros is caused each year in Germany by drivers who are overtired. If other manufacturers were to follow the example being set by Mercedes it is expected that a further significant reduction in the number of casualties on the roads could be achieved. “Our research shows that following the introduction of new safety systems, the frequency and severity of accidents involving vehicles fitted with the systems drop significantly”, explained Breuer.

In addition to an improved traffic infrastructure, the efforts of the automotive industry to increase road safety have had a positive effect. According to figures from the German Federal Office of Statistics (Destatis), the number of road traffic victims has fallen continually since 1970. In 2009 there were 4154 deaths on German roads, the lowest since 1950. The figures peaked in 1970 with 21,332 road fatalities. Since then, the number of deaths on the roads has fallen by around 80 percent.

Source: Daimler AG

With identical sponsoring and the memorable start number “35″, the new high-performance model is a reminder of an historic success: on 25 July 1971, the bright red four-door saloon crossed the finishing line in second place at the 24-hour race in Spa-Francorchamps. This triumph in the car’s very first race made AMG world-famous overnight.

The highly experienced Hans Heyer and Clemens Schickentanz took turns behind the wheel of the AMG touring car. AMG was anything but the favourite to win this classic Belgian long-distance race: it faced the mighty opposition of the Ford Capri RS, BMW 2800 CS, Chevrolet Camaro, Opel Commodore and Alfa Romeo GTA. Nobody expected that the large luxury saloon from Affalterbach in provincial Swabia would be able to keep up with the well-established teams.

5th place in the starting line-up for AMG
The red four-door saloon already showed its potential in training, when Clemens Schickentanz surprised everyone with the fifth-fastest training time. Indeed nobody at AMG had expected fifth place in a starting line-up of 60 cars. 80,000 spectators wondered about the fast, red saloon with its long wheelbase – the only Mercedes taking part in the race. Pole position was occupied by the favourite, the Chevrolet Camaro driven by Ivo Grauls and Peter Hoffmann, followed by the Alpina-BMW 2800 CS of Niki Lauda/Gérard Larousse, then the first works Ford Capri with Dieter Glemser and Alex Soler-Roig, and the Schnitzer-BMW 2800 CS piloted by Rauno Aaltonen and Helmut Kelleners. All in all, 60 racing touring cars were seeking to beat the stopwatch on the then 14.1 kilometre course in the Ardennes, driven by well-known names such as Hans-Joachim-Stuck, Jochen Mass, Toine Hezemans, Willy Kauhsen, Achim Warmbold and Rainer Braun.

On the first lap, driver Hans Heyer in the 300 SEL 6.8 AMG was able to manoeuvre into 3rd place right behind the Ford Capri (Glemser/Soler-Roig) and the Chevrolet Camaro (Grauls/Hoffmann). After a turbulent race with a rainstorm at midnight and numerous breakdowns, the “35″ finally crossed the finishing line in second place behind the works Capri driven by Glemser/Soler-Roig. The AMG saloon had absolved exactly 308 laps in the 24 hours. Technical problems: none at all. A sensational result.

Top speed of 265 km/h and exotic wood trim in the cockpit
Hans Heyer looks back fondly on this race: “We knew we could win, but the others did not know that yet!” The AMG saloon was unbeatable on the straight, however the braking system substantially adopted from the standard model had problems coping with the weight of the car (1635 kilograms). “But on the old Spa course the discs had plenty of time to cool down, and nobody was able to catch us on the long straights,” the now 67 year-old reminisces. With a top speed of 265 km/h, the 300 SEL 6.8 AMG was tailor-made for the fast Belgian track. The interior had a luxurious atmosphere with its standard appointments such as power steering, air suspension, carpets, panelled doors and a dashboard with exotic wood trim. The spectators along the trackside enthusiastically cheered the large saloon with its unmistakable V8 sound. “The outsider quickly became the public’s favourite,” says Hans Heyer.

The AMG racing saloon was technically based on the Mercedes-Benz 300 SEL 6.3. With an engine output of 184 kW (250 hp) at 4000 rpm and a top speed of 220 km/h, this luxury saloon was Germany’s fastest regular production car at the time. It was not only an enlarged displacement from 6330 to 6835 cc that increased the output to 315 kW (428 hp) at 5500 rpm, and torque from 500 to 608 newton metres. AMG co-founder Erhard Melcher “tweaked” the eight-cylinder power unit using classic methods: high-precision camshafts and modified rocker arms, lighter connecting rods, new Mahle pistons, larger intake valves, modified combustion chambers, polished intake and exhaust ducts, a new intake tract with two throttle flaps and a racing exhaust system ensured a better gas throughflow and made higher engine speeds possible. Endurance was improved by installing an additional oil cooler and finely balancing the crankshaft.

The wings were flared to make room for the lightweight size 10 x 15 and 12 x 15-inch magnesium wheels adopted from a C 111 test car. Aluminium doors helped to reduce the car’s weight from the original 1830 to 1635 kilograms. Larger front wishbones, a more robust rear axle with a heavy-duty differential and smaller, stiffer suspension air bellows made the saloon fit for the racetrack.

Sensational success reported on German TV news
The unexpected success in the 24-hour race at Spa-Francorchamps made AMG, which was founded in 1967, well-known overnight – and marked the start of an impressive success story. Even the German TV news “Tagesschau” reported on this sensational result. “It really was a sensation at the time,” AMG founder Hans Werner Aufrecht remembers. The courage shown by Aufrecht and his partner Melcher in entering such a car in the classic 24-hour race had been well rewarded.

Afterwards the 300 SEL 6.8 AMG took part in the 2×6 hour race at Paul Ricard on 11 and 12 September 1971, accompanied by a privately entered 300 SEL 6.3 with an AMG engine. In March 1972, now repainted in yellow, the 300 SEL 6.8 AMG took part in the trials for the Le Mans 24-hour race, but did not take to the starting line for the June race. The car was however entered in the 24-hour race at the Nürburgring in June 1972, and in the Nuremberg 200-mile race at the Norisring on 6 August 1972, where Hans Heyer took first place in the “Standard and special touring cars above 2000 cc” category with the four-door saloon, which had meanwhile been painted red again. The success story of the 300 SEL 6.8 AMG came to an end there: a rule-change by the Fédération Internationale de l’Automobile (FIA) put the brakes on this muscular racer, as only cars with an engine displacement of up to five litres were permitted to enter European Touring Car Championship races in future. AMG sold its racing saloon to the French Matra group, where it was converted for high-speed tests on aircraft tyres. Its subsequent fate is unknown. In spring 2006 Mercedes-AMG built a replica of the 300 SEL 6.8 AMG according to the original drawings, so as to keep this unique success story alive.

Spectacular S 63 AMG”Thirty-Five” showcar in the style of the racing touring car
Like its historic predecessor, the new S 63 AMG showcar does not fail to attract attention. Eye-catching details include the imposing tyre sizes of 275/35 R 20 and 325/30 R 20 at the front/rear, and the 4.5 cm flare on each wing. The start number 35 and practically all the sponsoring stickers follow the original. Instead of fire-red non-metallic paintwork, the body of the showcar is finished in “AMG Le Mans red metallic”, a colour available exclusively for the new SLS AMG. The functional interior is enhanced with black/carbon-fibre piano lacquer trim. A rollover cage, two AMG sports bucket seats with four-point seat belts and an AMG sports steering wheel lined in leather/Alcantara underline the racing touring car look. This spectacular showcar provides an outlook on the series production version of the new S 63 AMG, which is due to be launched in September 2010.

“AMG Performance 2015″ as the continuation of a success story
The car is powered by the new AMG 5.5-litre V8 biturbo engine and the AMG SPEEDSHIFT MCT 7-speed sports transmission. Mercedes-AMG is continuing this impressive story with its “AMG Performance 2015″ strategy, and meeting its promise to continuously reduce both the fuel consumption and emissions of new models with the new engine/transmission combination – while reaching new heights with the central brand value of “performance”.

The new AMG 5.5-litre V8 biturbo engine will play a major part in the Mercedes-AMG model strategy over the next few years. The unique AMG SPEEDSHIFT MCT 7-speed sports transmission will also guarantee a thrilling yet economical power transfer in future AMG high-performance cars. The new engine/transmission combination is another milestone in the success story of Mercedes-AMG, which began in 1967. Another highlight in the company’s more than 40 year history is undoubtedly the SLS AMG: this gull-wing model which was launched in March 2010 is the first automobile to be completely independently developed by Mercedes-AMG. It means that as the performance brand within Mercedes-Benz Cars, AMG is not only fielding a masterpiece but also demonstrating development expertise at the highest level.

Direct petrol injection with spray-guided combustion and twin turbocharging
With an overall displacement of 5461 cc, the new AMG 5.5-litre V8 biturbo unit makes do with exactly 747 cubic centimetres less compared to the naturally aspirated AMG 6.3-litre V8 with a displacement of 6208 cc. In addition to downsizing, AMG is also utilising the advantages of direct petrol injection with spray-guided combustion and piezo-electric injectors: thanks to its higher thermodynamic efficiency, this technology makes more efficient use of fuel and leads to lower exhaust emissions. AMG combines this spray-guided combustion with twin turbochargers. Other highlights include a crankcase wholly of aluminium, four-valve technology with adjustable camshafts, an air/water intercooler, generator management and a start/stop function as standard.

This high-tech package leads to a high output and torque yield, together with fuel consumption figures that are unrivalled in the competitive lineup. The AMG 5.5‑litre V8 biturbo engine develops a peak output of 400 kW (544 hp) and maximum torque of 800 newton metres. In conjunction with the AMG Performance package these figures are increased to 420 kW (571 hp) and 900 newton metres. The major difference between the two performance classes is an increase in the maximum charge pressure from 1.0 to 1.3 bar. A look at the performance diagrams shows that no other engine in this output class achieves the figures delivered by the new AMG biturbo.

Quantum leap: fuel consumption reduced by 25 percent
With a provisional NEDC fuel consumption of 10.5 litres per 100 kilometres, the new S 63 AMG is 3.9 litres more economical than the preceding model powered by the naturally aspirated AMG 6.3-litre V8 – despite an increase in output by 14 kW (19 hp) resp. 34 kW (46 hp) and in torque by 170 and 270 newton metres. Engine specialists consider this achieved fuel saving of more than 25 percent to be nothing less than a quantum leap. CO2 emissions have likewise been significantly reduced: at 246 grams per kilometre, the figure is 28.5 percent lower than for the previous model. Both performance variants have identical fuel consumption and CO2 figures.

With figures like these, the new S 63 AMG is not only considerably better than all its competitors, but also more fuel-efficient than much less powerful cars in this segment. In some cases, in terms of its enormous output and torque figures, the new AMG 5.5-litre V8 biturbo engine is twice as efficient as many a medium or compact class diesel engine.

At the same time the S 63 AMG delivers superior performance at sports car level: the high-performance saloon accelerates from zero to 100 km/h in 4.5 seconds, and has an electronically limited top speed of 250 km/h. The 100 km/h mark is reached in just 4.4 seconds with the AMG Performance package, with the top speed increased to an electronically limited 300 km/h.

Engine production – tradition of hand-built excellence
Like all AMG engines, the new eight-cylinder biturbo is assembled by hand in the AMG engine shop taken into commission in 2002. A single, highly-qualified technician assembles the M 157 according to the “one man, one engine” philosophy, maintaining the very strictest quality standards – as attested by his signature on the characteristic AMG engine plate.

Exciting power delivery, characteristic sound
These figures raise high expectations which the 400 kW (544 hp) AMG 5.5-litre V8 biturbo certainly meets. The flat torque curve ensures enormous pulling power in all speed ranges: 670 newton metres are already available at 1500 rpm, and the maximum torque of 800 newton metres is delivered just 500 rpm later, remaining constant to 4500 rpm. Even more effortless performance is ensured by the engine variant with the AMG Performance package, which has a peak output of 420 kW (571 hp). In this case the eight-cylinder delivers 875 newton metres of torque at just 2000 rpm, with a constant 900 newton metres available between 2500 and 3750 rpm.

It is not only the unrivalled torque delivery of this turbocharged eight-cylinder that makes the heart beat faster, as the agile responsiveness with no irritating charger delay leads to an effortlessness and dynamism previously unknown in this output class. All perfectly matched by the characteristic, sonorous engine note. Moreover, this AMG high-performance engine naturally meets all the requirements with respect to smooth, quiet running and the comfort on long journeys that is to be expected of a Mercedes.

MCT 7-speed sports transmission with Controlled Efficiency mode and start/stop function
Power is transferred by the AMG SPEEDSHIFT MCT 7-speed sports transmission used exclusively by AMG, which is already familiar from the SL 63 AMG and E 63 AMG and combines high emotional appeal with outstanding driving dyna-mics and a high level of efficiency. The wet start-up clutch replaces a conventional torque converter, and helps to save fuel. The exemplary fuel economy is also in large measure due to the standard start/stop function. This system is active in the transmission’s Controlled Efficiency (“C”) mode, and switches the eight-cylinder engine off when the car comes to a stop. In “C” mode the sports saloon always starts off in second gear, and the transmission shifts to the next, higher gears at a decidedly early stage. With its high torque at low engine speeds, the V8 engine encourages a smooth, effortless driving style.

The eight-cylinder biturbo engine also features the generator management system familiar from the E 63 AMG: whenever the engine is on the overrun or when braking, kinetic energy is used to charge the battery rather than being wasted as heat in the usual way. In all other operating modes a combination of onboard network and generator management enables the generator to be kept at a low voltage. This reduces the load on the engine and makes for fuel savings of around 0.15 litres per 100 kilometres according to the NEDC standard, and up to 0.2 l/ 100 km in city traffic with its frequent overrun and braking phases.

Long tradition of powerful AMG V8 engines
Powerful eight-cylinder engines are an inseparable part of AMG’s corporate history. One milestone in this history was the M 117, the first eight-cylinder with four-valve technology: with a displacement of 5.6 litres, 265 kW (360 hp) and 510 newton metres of torque, this V8 accelerated the Mercedes-Benz 300 CE 5.6 AMG to a top speed of 303 km/h in 1987. This made the coupé Germany’s fastest series-production car; American AMG fans reverently christened it “The Hammer”. Another important engine in the history of AMG was the supercharged AMG 5.5-litre V8 introduced in 2001: the M 113 K developed an output of up to 428 kW (582 hp) and torque of 800 newton metres. The supercharged AMG 5.5-litre V8 in the SLR McLaren of 2003 was even more powerful – it developed up to 478 kW (650 hp) and 820 newton metres. 2005 saw the debut of the AMG 6.3-litre V8 engine; depending on the model, the naturally aspirated, high-revving M 156 developed up to 386 kW (525 hp) and 630 newton metres. Exclusively reserved for the new SLS AMG, the likewise 6.3-litre M 159 has a maximum output of 420 kW (571 hp) and maximum torque of 650 newton metres.
The supercharged AMG 5.5-litre V8, the AMG 6.3-litre V8 and the AMG 6.0-litre V12 biturbo were all able to win the Best Performance Engine category in the International Engine of the Year Awards.

Hans Heyer highly successful in touring car and sports car races
Hans Heyer, born in Mönchengladbach on 16 March 1943, has taken part in 1000 races in more than 35 years of motorsports. He has competed as a works driver for many brands, including AMG-Mercedes, Ford, Lancia, Porsche, Jaguar and BMW. Heyer is Germany’s most successful Go-Kart driver of all time, winning four European championships, two world vice-championships, four German championships and two Dutch championships. He won the precursor to the DTM series three times, the German motor racing championship and achieved three first places in the 24-hour race at Spa-Francorchamps. In 1974 he crowned this successful career with the European touring car championship title.

Heyer was also very successful with prototype sports cars, with victories including the 1000-kilometre races in Monza, Mugello, Kyalami and on the Nürburgring. He also competed in the 24-hour race in Le Mans several times, and became sports car brand world champion in 1976 and 1980. In 1977 Hans Heyer even competed in a Formula 1 race for ATS.

In 1985 Hans Heyer took to the starting line for the Paris–Dakar marathon rally, winning the truck category and taking 28th overall place. In 1986 and 1987 Heyer worked as a development and test driver for the AMG-Mercedes team, and also as racing manager in 1988 and 1989. In 2004 Hans Heyer announced his final retirement from active racing after his 1000th race. His son Kenneth, aged 29, has followed his father’s footsteps and is entering the ADAC GT Masters and the FIA GT European championships in 2010.

Tyrolean hat as a trademark
Hans Heyer’s trademark was his Tyrolean hat: he elevated this striking head cover into a trademark over several decades – and it also “opened doors” for him automatically. “There were times when I did not need to show identification for anything. My hat was so well-known that I got in everywhere, even at Formula 1 events.”

Clemens Schickentanz still active today
The greatest sporting successes of Clemens Schickentanz, born on 24 May 1944 in Coesfeld, include overall victory in the first ever 24-hour race on the Nürburgring in 1970, together with Hans-Joachim Stuck. Even more publicity was assured by the second place with the 300 SEL 6.8 AMG at the 24-hour race in Spa-Francorchamps with Hans Heyer in 1971. In 1973 Clemens Schickentanz won the GT European championship and the Porsche Cup; at the 24-hour race in Le Mans he took 3rd and 4th place in 1973 and 1983. His race record is also studded with numerous victories in 1000 km races. Clemens Schickentanz has never officially ended his active carer as a racing driver, and still appears on the starting line for classic car races.

The driver duo of Hans Heyer/Clemens Schickentanz was not only successful with the Mercedes-Benz 300 SEL 6.8 AMG. In 1978 they drove the new 450 SLC 5.0 AMG in the European touring car championships. At the end of the season they had achieved two third places in Monza/Italy and on the Salzburgring in Austria. In 1980 Clemens Schickentanz alternated with Jörg Denzel behind the wheel of the silver coupé. After a second place in Monza, they achieved their first victory in the Touring Car Grand Prix on the Nürburgring.

Legendary racetrack with many bends: Spa-Francorchamps
The Spa-Francorchamps racetrack in the Belgian Ardennes was opened in 1921, and is regarded as hallowed ground by racing drivers and fans – it almost has the same legendary appeal as the North Loop of the Nürburgring.

The seven kilometre long circuit is already very special because of its very varied course and very considerable differences in altitude, which is why it is often referred to as the “Ardennes Rollercoaster”. Spa-Francorchamps is world-famous by virtue of its notorious “Eau Rouge” combination of bends. Shortly after the starting/finishing line and the “La Source” hairpin, the track dips into a fast left/right combination. This is immediately followed by a respectable uphill gradient transitioning into the fast and also blind “La Radillon” left-hand bend.

A test of courage for any racing driver. There is only space for one car to pass through this demanding combination of bends – no chance for two or even three abreast. It is also important to take the ideal line to gain impetus for the long “Kemmel” straight that follows. Another key point is the ultra-fast double left-hander named “Blanchimont”, where speeds of up to 300 km/h are attained before the racing cars have to be braked hard to take the “Bus Stop” chicane.

“Eau Rouge” is particularly synonymous with exciting racing incidents – but has also been the scene of tragic accidents in the past. The extraordinarily talented German driver Stefan Bellof lost his life at Eau Rouge on 1 September 1985, during a sports car race. Following numerous rebuilding measures on this bend and other stretches, passive safety has been drastically improved for both the drivers, the spectators and the track marshals.

World Champion Michael Schumacher holds the lap record
The official lap record in Spa-Francorchamps is held by the seven-times World Champion Michael Schumacher: his lap time of 1:43.726 minutes dates from 2002, and corresponds to an average speed of 241.837 km/h. Mercedes-GP-Petronas driver Michael Schumacher on the Belgian Grand-Prix track: “This racetrack is one of the few that has retained its historic charm – and one of the last where the drivers really make the difference.” AMG Mercedes DTM driver David Coulthard: “I would say that at least 90 percent of all drivers consider Spa-Francorchamps to be their favourite course.”

Spa-Francorchamps is now the venue for the Belgian Grand Prix Formula 1 race (27 to 29 August 2010) and the 24-hour race (31 July to 1 August 2010) – the very event in which the 300 SEL 6.8 AMG achieved its second place in 1971.

Source: Daimler AG

The COMAND APS multimedia system from Mercedes-Benz features a Europe-wide navigation system with special capabilities. As the data are stored on a hard disc (40 gigabytes), the system is able to access the navigation information much faster than a DVD-based system, and calculate the route more rapidly. Thanks to the new map update-programme the current map data are automatically uploaded during a regular workshop service visit. Mercedes-Benz will also use its web pages to inform customers when a new update is available. On customer request, updates can also be provided by a Mercedes-Benz partner outside the normal service intervals.

In addition to a high-grade navigation function and a high-resolution colour display, COMAND APS features a DVD player for audio and video plus a Music Register for around 1000 compressed music files in the MP3 or WMA format, which can be transferred to the register from memory cards. Mercedes-Benz combines COMAND APS with the LINGUATRONIC voice-operated control system and a so-called text-to-speech function as standard. This enables the driver to have route-specific traffic reports, SMS messages, address book entries or radio station names read out to them. The system also automatically reads out new traffic reports that are relevant to the chosen route. The purchase price of the COMAND APS multimedia system for the E-Class Saloon is 3046.40 Euro (incl. VAT).

From model year 2011, Mercedes-Benz provides the new, free update for the navigation maps for new cars in all model series equipped with COMAND APS. This applies in 39 European countries, and for three years from the date of first registration. The price benefit for this map update amounts to several hundred Euro. Since it is vehicle-specific, this update entitlement is also transferable to the new owner if the vehicle is sold prior to the end of the three-year period.

Source: Daimler AG

24 of the very latest engine test benches are installed on each floor of this imposing three-storey building. These 72 test benches are in operation by day and night, otherwise it is impossible to complete the enormous test programme to which Mercedes-Benz engineers subject all engines.

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A wide range of road and load situations can be simulated on the test benches, reflecting every conceivable operating profile such as hot and cold starts, stop-and-go and long-distance driving under very varied conditions. All in all, the new V8 engines from Mercedes-Benz and their ancillary units were required to absolve 52,000 test hours, of which 27,000 were endurance runs.

In parallel with this, extensive practical trials were started in all the climatic zones of the world – in the winter cold of the Arctic and the merciless heat of Death Valley (USA), in desert sands and the thin air of Alpine regions or in tropical jungles. The programme also included fast laps on e.g. the high-speed racetracks in Nardo (Italy) and Papenburg, as well as stop-and-go driving in busy inner-city areas. All in all, the different test vehicles with the new V8 engine covered almost seven million kilometres under very varied conditions. Similar figures apply to the V6 engine.

Naturally the development process began well before these practical trials – namely on the computer screens of the development engineers. This is where the fundamental design calculations were made with the help of modern computers. All the mechanical functions were conceived and alternatives compared here, e.g. the oil and coolant circuits, the various options for intake air ducting, the charging strategy, combustion chamber geometry incl. the intake and exhaust duct, as well as the multiple injection system. All were created and calculated on-screen.

1,800 computer cores provided the necessary computing power for this development process. More than two million core hours were needed to calculate and verify all the engine functions and components for the best possible result.

Without the very latest computers, it would not have been possible to explore technical boundaries and use new processes such as multiple injection. This is because the engineers not only used this enormous computing power for design calculations, but also for the simulation and testing of all engine functions.

Finally the engineers used PCs to establish the best possible configurations for all components, so that they met precisely formulated criteria and could be approved for production of the first prototypes. After this exhaustive verification process, the first engines in the new V-engine generation from Mercedes-Benz immediately ran reliably and met all expectations on the test bench.

Source: Daimler AG

Mercedes-Benz developed the new six and eight-cylinder units because optimised internal combustion engines continue to have specific advantages over other drive systems with respect to operating range and refuelling time and costs, while offering the greatest short-term potential to achieve significant fuel savings in day-to-day operation. An internal combustion engine is also the centrepiece of a hybrid drive system, and of decisive importance for improved efficiency.

The new Mercedes-Benz engine family is uncompromisingly based on modularisation and innovative technologies, and replaces a very successful engine series. It allows the use of a start/stop function, 4MATIC all-wheel drive and combination with a hybrid module.

The V8 is in a new league of its own
While the new V8 is based on its predecessor and has the same distance between the cylinders, it has undergone concerted further development in every respect. For example, it has a 15-percent smaller displacement (4663 cc rather than 5461 cc) but generates 320 kW (435 hp) and therefore around 12 percent more output than the preceding unit (285 kW/388 hp). Whereas the current CL 500 consumes 12.3 litres per 100 kilometres, this figure drops to 9.5 litres with the new engine – a reduction of 22 percent. CO2 emissions have likewise fallen by 22 percent, from 288 g/km to 224 g/km – an outstanding figure for this performance class. At the same time torque has been raised from 530 Nm to 700 Nm – an increase of 32 percent. In terms of specific output, the new V8 with 68.6 kW and 150 Nm per litre achieves first-class values.

In the new V8, Mercedes-Benz engineers primarily achieved a high output for a lower displacement by using two turbochargers – one for each bank of cylinders. The intake air is forced into the eight combustion chambers at an overpressure of up to 0.9 bar, with the turbine blades rotating at up to 150,000 rpm. The turbochargers and their hot gas ducting are accommodated on the outsides of the cylinder heads. This enabled the intercooler module with its air/water intercooler and charge-air distributor to be located inside the V of the engine.

The chargers were configured to provide high torque even at low engine speeds – compared to the previous engine, the result is an increase by more than 45 percent at 2000 rpm. No less than 600 Nm is available between 1600 and 4750 rpm.

The engine is based on a further development of the previous engine’s die cast aluminium crankcase with cast-in aluminium/silicon (Silitec) cylinder liners. Basic and connecting rod journal diameters were adopted from the preceding engine, while for load reasons the piston compression height was raised by just under four millimetres. By reducing the lift and shortening the connecting rod by 2 millimetres, it was possible to retain the interior height of the crankcase. As a remarkable feature, the high compression ratio of 10.5:1 remains unchanged versus the naturally aspirated preceding engine, showing the high efficiency of the new, turbocharged V8 when configured for premium fuel (RON 95).

Key figures for the new V8 engine

The V6 particularly impresses with its low fuel consumption
In contrast to the V8 the new V6 engine is naturally aspirated, and has the potential for future use of a turbocharger thanks to the modular design concept. The most striking change between the new V6 unit and its predecessor is a reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This enabled the balancer shaft countering primary vibrations to be omitted, and as a result the driver registers an outstanding level of comfort.

A completely new intake and exhaust gas system with a variable-resonance intake manifold and optimised airflows was also developed for the new V6. This enabled the output of the 3499 cc engine to be increased to 225 kW (306 hp) (Previous engine of the same displacement in the S-Class: 200 kW/272 hp). Torque has increased from 350 Nm to 370 Nm, and is available between 3500 and 5250 rpm.

The improvement in fuel consumption is particularly remarkable. The S 350 with the new V6 engine consumes just 7.6 litres per 100 kilometres (CO2 emissions: 177 g/km), which makes it 24 percent more economical than its predecessor (10.0 l/100 km). It also makes the new V6 the benchmark in its segment for a comparable output (provisional figures).

Key figures for the new V6 engine

Innovative technology makes V6 and V8 engines fit for the future
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.

Mercedes-Benz has achieved this considerable leap in efficiency with the use of innovative technology – including newly developed, third-generation direct petrol injection with spray-guided combustion, multiple injection and multi-spark ignition. With this new generation of V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their great running refinement are fit for the future.
The technology package in the new engine generation includes a number of new developments that are unique in this combination:

- In combination with multi-spark ignition, a further developed, third generation direct fuel injection system with spray-guided combustion and piezo-electric injectors offers further possibilities for fuel savings – in the V8 by means of an improved, homogeneous combustion process, and in the V6 by a new, stratified combustion process with a considerably extended characteristic map and fuel-efficient lean-burn technology.

- In conjunction with start/stop technology, shift point adjustment and specific friction-reducing measures, improvements in day-to-day fuel consumption by more than 20 percent are possible.

- Power consumption by ancillary units has been reduced. These 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 generator management system.

Lightweight construction techniques and detailed improvements have also reduced in-engine friction considerably compared to the previous engine.

Third generation direct petrol 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 as a third generation. The system pressure is up to 200 bar, the pressure being variably optimised according to the engine’s characteristic map. Completely newly developed piezo-electric injectors allow up to five injections per intake stroke for the best possible mixture formation.

The crystalline structure of the piezo-ceramic changes in microseconds under an electric voltage, and with a precision of just a few thousandths of a millimetre. The central component of a piezo-electric injector is the piezo-stack, which directly controls the metering needle. With a response time of just 0.1 milli-seconds, the fuel injection can be very sensitively and precisely adjusted to the current load and engine speed, with a beneficial effect on emissions, fuel consumption and combustion noise.

The multiple injections even in tiny quantities made possible with piezo-electric injection technology were used by Mercedes-Benz engineers to control a wider characteristic map with the efficient lean-burn process, and to provide the conditions for further functions:

- As the first new operating mode, Mercedes-Benz engineers have developed “Homogeneous stratified combustion” (HOS). As the name implies, HOS is a combination of homogeneous lean-burn and classic stratified combustion. 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.

- Another new operating mode is known as “Homogeneous Split” (HSP). In this homogeneous combustion process, more than 95 percent of the fuel is singly or multiply injected, followed a very small “ignition” injection to stabilise combustion. This is used when combustion conditions are difficult.

The characteristic map of the new Mercedes-Benz V6 engine is therefore basically divided into up to four areas:

- idling range (homogeneous)
- low partial load up to 4 bar and 3800 rpm (stratified)
- medium partial load 4 to 8 bar and up to 4000 rpm (HOS)
- high load and entire engine speed range (homogeneous or HSP)

The V8 engine is operated homogeneously over the entire characteristic map, but under high load homogeneous or HSP operation is used to improve smooth running characteristics.

Multi-spark ignition for optimal efficiency
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 is rapidly recharged 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. Controlling this rapid multi-spark ignition enables both the time lapse before the next spark and the combustion duration for the relevant operating point to be optimally adjusted. This provides scope for optimising the centre of combustion and improving residual gas compatibility, especially during stratified charge operation. Fuel consumption can be reduced by roughly two percent in this way.

Fuel savings of up to four percent are possible alone by the use of piezo-electric injection technology in combination with multi-spark ignition, depending on the driving cycle.

Cylinder head with new camshaft adjuster
On the basis of the previous engine’s architecture, Mercedes-Benz engineers developed the variable, hydraulic vane-type camshaft adjusters for the intake and exhaust sides. These now have a larger adjustment range of 40 degrees with reference to the crankshaft. They were also able to improve the functionality, achieving a 35-percent greater adjustment speed and adjustability at an oil pressure as low as 0.44 bar. Despite the better performance, this new development excels with significantly smaller dimensions and low weight. For this reason the installation space on the longitudinal and vertical axes of the engine was able to be reduced by around 15 millimetres.

Two-stage chain drive for low noise
The extreme compactness of the camshaft adjusters was achieved by the new, two-stage chain drive. This drives 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.

Controlled oil pump with two pressure stages
A fourth chain drivers a likewise completely newly developed, variable vane-type oil pump. The operates with two pressure stages, depending on the characteristic map. At low engine speeds and loads the pump runs at a low pressure of two bar. At this time the oil-spray nozzles for piston cooling are switched off. The high-pressure stage is activated at the upper load and engine speed levels. Thanks to this control concept, the lubrication and cooling points of the engine can be supplied with significantly lower drive energy than would be possible with an uncontrolled pump.

New coolant ducting and 3-phase thermal management
The coolant ducting in the cylinder head is also completely new. The water mantle is of two-piece construction to improve flow. This leads to specific increases in flow speeds and heat dissipation at certain points, accompanied by a reduction in pressure throughout the coolant circuit. This has made it possible to reduce the power output of the water pump despite an increased engine output.

As it warms up, the flow of coolant is regulated by a 3-phase thermal management system so that it rapidly reaches normal operating temperature. Initially the coolant remains at rest in the engine. It then circulates in the engine circuit, but without the radiator. When a temperature of 105 degrees Celsius has been reached in normal operation (87 degrees Celsius under high load), the vehicle’s radiator is included in the circuit. The water supply to the interior heating system is separately controllable.

Component weights have also been reduced by the concerted replacement of aluminium and steel by plastics, e.g. for the thermostat, belt pulley, wheel, heater valve and hydraulic lines.

Start/stop function with direct-start
The new start/stop system operates with starter-supported direct-start. This means that when the engine is switched off, the attitude of the crankshaft is registered by a new crankshaft sensor so that the engine control unit knows the positions of the individual pistons. On restarting, it can then select the cylinder that has the most suitable piston position for first ignition. After the starter has briefly turned over the engine, reliable injection, ignition and combustion is immediately possible.

Minimised friction
Particular attention was paid to reduced friction in both engines. This was primarily achieved by a reduction in flow through the oil and water pumps, low-friction pistons, piston rings and cylinder walls, plus the new thermal management system and chain drive.

Fit for the future thanks to modular construction
The new V-engines from Mercedes-Benz are fit for the future. They can not only be combined with a start/stop function, but also coupled with the 4MATIC four-wheel drive system or integrated into a hybrid drive system.

The new engines meet all worldwide emissions regulations. The use of third generation, direct petrol injection with spray-guided combustion and piezo-electric injectors provides a particularly good basis for increased stringency in the future.

Source: Daimler AG