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The successful Mercedes-Benz C 63 AMG is now more attractive than ever: the modified design of the top-of-the-range C-Class model is complemented by numerous enhancements to its technology which deliver even more driving enjoyment while reducing fuel consumption significantly. The introduction of the AMG SPEEDSHIFT MCT 7-speed sports transmission with the "Controlled Efficiency" mode as standard along with a new power steering pump helps to reduce the combined NEDC fuel consumption by about ten percent to 12.0 l/100 km (Estate: 12.3 l/100 km). The output of the AMG 6.3-litre V8 engine is unchanged at 336 kW (457 hp) and can be increased to a maximum of 358 kW (487 hp) with the optional AMG Performance package. Agility, grip and ride comfort have been enhanced as a result of numerous measures to optimise the AMG sports suspension. New assistance systems and a new generation of telematics with internet access increase both safety and comfort.
The latest 2011 generation of the C 63 AMG is now more dynamic and athletic than ever. Thanks to its new radiator grille with a large Mercedes star and a wing-type transverse louvre, as well as a new AMG front apron with a lower cross member painted in high-gloss black, special AMG daytime running lights and side air outlets, the front section recalls the look of the SL 63 AMG high-performance roadster. The new bonnet with its modified powerdomes is now made of aluminium. New clear-lens headlamps emphasise the car's distinctive, self-confident presence, especially when the optional Intelligent Light System (ILS) is also specified. The wide front wings with the "6.3 AMG" legend and the new 5 twin-spoke AMG light-alloy wheels which are painted in titanium grey and have a high-sheen finish dominate the side view. Good contact with the road is provided by the wide 235/40 R 18 and 255/35 R 18 tyres at front and rear respectively.1 February 2011.
The rear view of the C 63 AMG also evokes the SL 63 AMG: the new AMG rear apron has a distinctive, black diffuser insert with three pronounced diffuser fins. The two chromed twin tailpipes of the AMG sports exhaust system are as pleasing to the ear as they are to the eye.
AMG SPEEDSHIFT MCT 7-speed sports transmission from the SL 63 AMG
Under the skin, too, the top C-Class model boasts a wealth of new technology including the AMG SPEEDSHIFT MCT 7-speed sports transmission - another advanced feature adopted from the SL 63 AMG. Rather than using a torque converter, this innovative transmission has a wet start-off clutch which allows it to deliver a much more efficient, agile and direct response. Fuel consumption and emissions have been reduced significantly thanks to the "Controlled Efficiency" mode and a new power steering pump: at 12.0 litres per 100 km (Estate: 12.3 l/100 km) the combined NEDC fuel consumption of the C 63 AMG is 1.4 litres (Estate: 1.3 litres) lower than that of the predecessor model; this represents a reduction in fuel consumption of some ten percent. The CO2 emissions figure is now 280 (Estate: 288) grams per kilometre. Both power variants have identical fuel consumption and emission figures.
The AMG SPEEDSHIFT MCT 7-speed sports transmission impresses with its exceptional flexibility: with four driving modes as well as double-declutching and RACE START functions it is as compatible with a relaxed, fuel-saving driving style as it is with high-speed laps on a closed racing circuit and extremely dynamic overtaking manoeuvres. The Controlled Efficiency "C" mode is programmed to provide early, comfortable upshifts while maintaining the lowest possible engine speed to help the driver keep fuel consumption down. The "S", "S+" and "M" modes deliver increased agility through fast, responsive gear changes and higher revs. Gear changes in the "S+" and "M" modes take just 100 milliseconds.
The naturally aspirated eight-cylinder engine with its large displacement of 6208 cc develops 336 kW (457 hp) at 6800 rpm and attains a peak torque of 600 newton metres at 5000 rpm. A look at the performance figures confirms that the new C 63 AMG retains its predecessor's position as the top performing model in its segment: acceleration from standstill to 100 km/h takes just 4.5 seconds (Estate: 4.6 s) while the top speed is 250 km/h (electronically limited).
Performance package: technology transfer from the SLS AMG
Even more dynamic performance is available with the optional AMG Performance package: this offers 358 kW (487 hp) and allows a 0-100 km/h acceleration time of 4.4 seconds (Estate: 4.5 s). The Mercedes-AMG engine experts have achieved this increase in output thanks to a technology transfer from the SLS AMG: the forged pistons, connecting rods and the lightweight crankshaft all come from the gullwing model's engine. The reduced mass inertia of the components – which are three
kilograms lighter than those of the standard version – allows the naturally aspirated eight-cylinder engine to rev up with even greater ease and agility. Models equipped with the performance package can be identified by the variable intake manifold painted in titanium grey under the bonnet, the AMG high-performance braking system with composite front discs and red painted brake calipers all round, the carbon-fibre spoiler lip on the boot lid (Saloon) and the AMG performance steering wheel in nappa leather with an Alcantara® grip area.
Key data at a glance:
C 63 AMG C 63 AMG Estate Displacement 6208 cc 6208 cc Bore x stroke 102.2 x 94.6 mm 102.2 x 94.6 mm Compression ratio 11.3 : 1 11.3 : 1 Output 336 kW (457 hp) at 6800 rpm 358 kW (487 hp) at 6800 rpm* 336 kW (457 hp) at 6800 rpm 358 kW (487 hp) at 6800 rpm* Max. torque 600 Nm at 5000 rpm 600 Nm at 5000 rpm Engine weight (dry) 196 kg 196 kg Fuel consumption NEDC combined 12.0 l/100 km 12.3 l/100 km CO2 emissions 280 g/km 288 g/km Acceleration 0 - 100 km/h 4.5 s 4.4 s* 4.6 s 4.5 s* Top speed** 250 km/h** 250 km/h**
* with AMG Performance package; ** electronically limited
Optimised suspension, new steering system reduces fuel consumption
The AMG sports suspension with a special front axle, reinforced rear axle and wider track all round has undergone thorough modification; the driver benefits from this in two ways as the C 63 AMG now offers greater driving enjoyment and ride comfort at all times. The new, stiffer elastokinematics, the revised axle kinematics with more negative camber all round and the new rear-axle anti-roll bar with a larger cross-section result in higher agility and greater lateral acceleration. But driving dynamics is not the only area in which progress has been made: new spring and damper rates have optimised both the responsiveness of the suspension as well as the road roar and tyre vibration characteristics.
The AMG speed-sensitive sports steering with a direct ratio (13.5 : 1) has a newly developed power-steering pump which plays a decisive role in reducing the fuel consumption. This is because the power assistance for the steering only requires energy when the driver is actually making steering movements. Reliable deceleration at all times is ensured by the AMG high-performance braking system with internally ventilated and perforated discs all round.
Interior: high quality and perceived value
Even a quick glance at the interior of the C 63 AMG reveals the considerable progress which has been made: the completely new dashboard design with an integrated screen impresses with its particularly attractive appearance and the superior quality of the details which immediately bring the new CLS 63 AMG to mind. The quality look and feel meet the highest standards. The new, all-colour, three-dimensional TFT display in the middle of the redesigned speedometer welcomes the driver by showing the AMG logo. The new three-spoke AMG performance steering wheel - another feature adopted from the CLS 63 AMG – which is trimmed in nappa leather and features a metallic trim element has flattened top and bottom sections as well as grip areas which are specially shaped and trimmed in perforated leather for perfect steering control. Aluminium shift paddles allow manual gear selection.
Fine trim elements in brushed dark aluminium are to be found on the dashboard and doors. Situated in the centre console, which is enhanced with high-gloss black piano lacquer trim elements, is the new rotary control for selecting the transmission modes C, S, S+, M and RACE START. The special AMG sports seats with integral head restraints and adaptive backrests are available from launch with combined ARTICO/DINAMICA black upholstery. DINAMICA is a new type of breathable man-made fibre which is pleasant to the touch and is characterised by low emissions and a high degree of lightfastness. The side bolsters of the AMG sports seats are covered in ARTICO while the centre panels of the seat cushions are also upholstered with DINAMICA.
Available as an option, designo leather appointments give the interior of the C 63 AMG a particularly exclusive character: four single colours and three two-tone combinations are available. As a further option, these can be complemented with "extended black designo leather appointments" for the top section of the dashboard and the upper section of the door linings.
Other attractive optional appointments are also exclusively available for the C 63 AMG from the AMG Performance Studio: AMG five-spoke light-alloy wheels, painted in titanium grey with a high-gloss finish, with 235/40 R 18 (front) and 255/35 R 18 (rear) tyres AMG multi-spoke light-alloy wheels, painted in titanium grey with a high-gloss finish, with 235/35 R 19 (front) and 255/30 R 19 (rear) tyres AMG multi-spoke light-alloy wheels, painted in matt black with a high-gloss finish on the rim flange, with 235/35 R 19 (front) and 255/30 R 19 (rear) tyres AMG Exterior Carbon-Fibre package AMG rear axle differential lock AMG trim elements in carbon fibre/high-gloss black piano lacquer Illuminated AMG door sill panels AMG velour floor mats
Eleven new driving assistance systems already established in the S-Class and CLS
The C 63 AMG features eleven new driving assistance systems which are already established in the S-Class flagship range and the trend-setting CLS. These assistance systems use the latest radar, camera and sensor technology and are designed to combat common causes of accidents, such as insufficient distance to the vehicle ahead, drowsiness and darkness. They raise the safety standard of the C-Class to a new level by warning the driver of a hazard, or, if necessary, taking active corrective measures.
Adaptive Highbeam Assist Active Lane Keeping Assist Active Blind Spot Assist ATTENTION ASSIST DISTRONIC PLUS Speed Limit Assist PARKTRONIC including parking guidance PRE-SAFE® Brake Reversing camera Lane Keeping Assist Blind Spot Assist
New generation of telematics is the first to feature internet access
The C-Class sees the debut of a new telematics generation which will also be gradually introduced in other model series. Major new features include greater operating convenience, larger displays, telephone directory transfer via Bluetooth®, wireless music reproduction and a USB interface in the centre console.
The top-of-the-range COMAND Online system now provides internet access for the first time. When the car is stationary the customer can browse freely or surf to a Mercedes-Benz Online service whose pages load particularly rapidly. The integrated services include weather information and a local search function as well as the option of downloading a route that has been previously configured on a PC using Google maps and sent to the car. The navigation system of COMAND Online also has added functions. New features include a 3D display with virtual city views. Also new: routes covered can be recorded and repeated later, specific personal destinations can be entered and stored and three alternative routes can be displayed on the screen - one of them a particularly economical variant.
As a first in the C-Class, the Becker MAP PILOT makes a low-cost navigation function, which can also be retrofitted, available for the entry-level Audio 20 radio. Its advantages over aftermarket solutions include integrated operation via the COMAND Controller and the Audio 20 display.
C 63 AMG – fast-track to best-seller status
Launched in summer 2007, the Mercedes-Benz C 63 AMG rapidly established itself as a real best-seller in the AMG model range. Customers all over the world appreciated this unique combination of a powerful and torquey naturally aspirated eight-cylinder engine, a distinctive sound, an agile sports suspension and expressive design. Over the past three and a half years more than 17,000 AMG enthusiasts have chosen the C 63 AMG, 88 percent of them opting for the Saloon (Estate: 12 percent). The AMG Performance package, which has been available since autumn 2009, is proving particularly popular: over 30 percent of all the C 63 AMG models delivered in 2010 were specified with this attractive option. The new C 63 AMG is available as a Saloon and as an Estate; the market launch starts in July 2011. All prices at a glance (incl. 19 % VAT): C 63 AMG Saloon:€ 71,340.50 C 63 AMG Estate:€ 73,899.00 AMG Performance package:€ 7166.20 / € 6471.70 Euro (Saloon / Estate)
With 386 kW/525 hp and AMG SPEEDSHIFT MCT 7-speed sports transmission: The E 63 AMG – the new generation of dynamic sports saloons with day-to-day suitability
Affalterbach – AMG, the high-performance brand within Mercedes-Benz Cars, is presenting the new E 63 AMG. This dynamic sports saloon with day-to-day suitability is the top-of-the-line E-Class model, offering an impressive combination of outstanding performance, exhilarating driving dynamics and a technology transfer from the SL 63 AMG high-performance Roadster.
The new E 63 AMG distinguishes itself from the regular E-Class models with the powerful AMG 6.3-litre V8 engine, the completely newly developed AMG RIDE CONTROL sports suspension with electronically controlled damping and a new front axle, and with its autonomous exterior and interior design. Newly developed ceramic composite brakes are also available as an option for the top-of-the-line E-Class model . Mercedes-AMG has achieved a reduction in fuel consumption of almost twelve percent for the new E 63 AMG, thanks to the concerted use of fuel-efficiency measures. With its unique combination of pioneering driver assistance systems, the E 63 AMG further consolidates the brand's leading position in the field of automotive safety.
The AMG 6.3-litre V8 engine in the new E 63 AMG develops an output of 386 kW/525 hp and a torque of 630 newton metres, matching the outstanding figures for the SL 63 AMG. The high-performance Roadster has also donated its AMG SPEEDSHIFT MCT 7-speed sports transmission to the new model. This transmission dispenses with a conventional torque converter and uses a compact, wet start-up clutch. In conjunction with the four individual drive modes, the double-declutching and Race Start functions, the resulting direct connection to the powertrain allows an extremely emotional and highly dynamic driving experience.
The drive unit is unique in this segment, and ensures decidedly sporty performance figures: the E 63 AMG accelerates from standstill to 100 km/h in just 4.5 seconds, with a top speed of 250 km/h (electronically limited). The high-revving, naturally aspirated engine with a displacement of 6208 cc impresses with its agile responsiveness, muscular power delivery and great flexibility. The newly composed AMG V8 sound is a thrilling accompaniment for mile after mile, while the smooth-running engine guarantees typical Mercedes long-distance comfort. A newly designed water cooling system ensures maximum endurance even under the enormous dynamic stresses of the racetrack.
Fuel consumption cut by almost twelve percent
Despite 8 kW/11 hp of additional output versus the preceding model, the fuel consumption of the new E 63 AMG has been significantly reduced: at 12.6 litres of super-premium grade petrol per 100 kilometres (NEDC combined consumption), the fuel consumption of the E 63 AMG is almost twelve percent lower than before, and leads the field among sports saloons developing more than 377 kW/500 hp. This progress has been made possible by a package of efficiency-enhancing measures. These include on-demand delivery of fuel and alternator management with recuperation of braking energy on the overrun, both of which are standard in the new E 63 AMG. In-engine friction is also reduced by the AMG-exclusive twin-wire arc spray coating process used on the cylinder walls.
The AMG SPEEDSHIFT MCT 7-speed sports transmission also makes a decisive contribution to fuel economy: a wet start-up clutch running in an oil bath replaces the previous torque converter. This unit responds extremely rapidly, dynamically and without the losses typical of a torque converter transmission thanks to its low rotational inertia. The transmission is equipped with four drive modes: "C" (Controlled Efficiency), "S" (Sport), "S+" (Sport plus) and "M" (Manual), which can be selected using a rotary electronic switch in the AMG DRIVE UNIT. Partial suppression of individual cylinders by interrupting ignition and injection briefly during gearshifts under full load leads to considerably faster shift times. In M mode the AMG SPEEDSHIFT MCT 7-speed sports transmission allows gearshifts to be performed in 100 milliseconds.
In the even more fuel-efficient drive mode Controlled Efficiency, the transmission shifts the gears decidedly smoothly, and the transmission control unit is programmed to perform early upshifts to keep engine speeds as low as possible. At the same time the AMG SPEEDSHIFT MCT 7-speed sports transmission meets the most demanding requirements where driving dynamics are concerned: fast, spontaneous multiple downshifts ensure first-class agility in conjunction with the automatic double-declutching and Race Start functions: this enables the E 63 AMG driver to call on the maximum acceleration potential automatically.
Electronically controlled damping system and a new front axle
Sporty or more comfort-oriented? The driver of the new Mercedes-Benz E 63 AMG is not obliged to accept any compromises in this respect. The AMG RIDE CONTROL sports suspension copes equally well with the agile manoeuvres of the racetrack and more comfortable, sedate driving. High performance and typical Mercedes long-distance comfort go together as an extraordinary synthesis in the E 63 AMG. This is made possible by the likes of the newly developed AMG RIDE CONTROL sports suspension. While new steel spring struts are used on the front axle, the rear suspension features AMG-specific air springs. The advantage of this solution, which is exclusive to AMG, is that the front steel spring struts ensure more sensitive responses while the rear air struts with their automatic level control system keep the vehicle at a constant height irrespective of the load.
A new, electronically controlled damping system automatically varies the damping characteristics according to the driving situation, reducing the roll angle of the body. The result is instant adjustment to provide the best possible ride comfort together with the greatest possible agility. In addition the driver is able to choose between the three suspension modes of Comfort, Sport and Sport plus at the touch of a button. The E 63 AMG is also equipped with a newly developed, dedicated front axle with a 56-millimetre wider track, a tubular stabiliser, new control arms, new wheel bearings, new elastokinematics and new hub carriers for more negative camber – thereby providing more grip when taking bends at speed. The AMG-specific kinematics also ensure significantly more precision. This is a highly sophisticated axle design whose principle has already proved its worth in the C 63 AMG. The rear axle likewise has more negative camber, optimised elastokinematics and a new subframe mounting for greater stability at the physical limits.
Newly developed power steering and individual 3-stage ESP®
For more direct responsiveness, the speed-sensitive rack-and-pinion steering is also a new development. The steering ratio of 14 : 1 is 22 percent more direct than in the standard production models, while a more rigid steering column plus the reconfigured characteristic mapping of the speed-sensitive servo assistance ensure better steering precision and improved road contact.
The 3-stage ESP® familiar from the SL 63 AMG and C 63 AMG enables individual settings to be selected – with clear benefits in terms of driving pleasure combined with the same, high level of handling safety. The ESP® button in the AMG DRIVE UNIT allows the driver to choose between "ESP ON", "ESP SPORT" and "ESP OFF" – with the currently active mode shown in the central display of the AMG instrument cluster. Perfect deceleration even when driving extremely briskly is ensured by the AMG high-performance braking system with 360-millimetre, internally ventilated and perforated brake discs all-round. Particularly resistant, motorsports-tested composite technology is used at the front axle. The newly developed, optional ceramic composite brakes with larger brake discs guarantee even better brake performance and lower unsprung masses. The ceramic brake discs will perform reliably at even higher operating temperatures thanks to their greater hardness, all combined with an impressive weight reduction of around 40 percent. Outstanding grip is ensured by the 18-inch AMG light-alloy wheels with a width of nine and 9.5 inches and mixed tyre sizes of 255/40 R 18 at the front and 285/35 R 18 at the rear.
Decidedly dynamic interior and exterior
The decidedly dynamic design of the E 63 AMGis fully in keeping with the uncompromisingly sporty technology. The front aspect is characterised by 17-millimetre wider wings bearing "6.3 AMG" lettering, the new AMGfront apron with large intake air apertures and the AMG-specific daytime driving lights in LED technology. In conjunction with the optional Intelligent Light System, the E 63 AMG is equipped with tinted main headlamps. The striking visual presence is further enhanced by the AMG side sill panels and AMG rear apron with a black insert. As a hallmark of the brand, the AMG sports exhaust system has two newly designed, chrome-plated twin tailpipes.
The newly designed interior of the E 63 AMG is an exciting blend of high-grade materials and functional sportiness. Exclusive features include the dedicated, electrically adjustable AMG sports seats with improved lateral support and the AMG sports steering wheel in a four-spoke design with AMG shift paddles. The AMG DRIVE UNIT provides adjustments for the MCT sports transmission, the ESP functions, the suspension set-up and the AMG drive modes. The AMG E-SELECT selector lever in the centre console is a completely new feature for the DRIVE UNIT. The driver can shift directly between R, N and D simply by nudging the lever, all thanks to drive-by-wire; P can only be selected by pressing a button. Standard equipment also includes high-grade leather upholstery in three different colours, the AMG instrument cluster with an AMG main menu, door entry sills with AMG lettering and a sports pedal cluster – both in brushed stainless steel.
Even more individuality with tailor-made AMG extras
Customers requiring even more sporty individuality are catered for by the AMG Performance Studio: the E 63 AMG can, for instance, be dynamically enhanced even further ex factory, with the Performance package. This includes the following:
--Lightweight, forged 19-inch AMG light-alloy wheels with size 255/35 R 19 tyres at the front and 285/30 R 19 at the rear
--AMG RIDE CONTROL Performance suspension with a stiffer set-up
--AMG rear axle locking differential with 40 percent locking action
--AMG spoiler lip on the boot lid
--AMG Performance steering wheel in a three-spoke design
--Roller blind for rear window
--The AMG Exclusive package provides a luxurious touch in the interior. It includes:
--Nappa leather appointments for the seats, top section of the dashboard, the beltlines, the door armrests as well as the centre console and door centre panels
--Roof liner as well as A, B and C-pillars and sun visors in Alcantara®
AMG floor mats
Optional extras from the AMG Performance Studio are also individually available ex factory:
--Lightweight, forged 19-inch AMG light-alloy wheels with size 255/35 R 19 tyres at the front and 285/30 R 19 at the rear
--AMG rear axle locking differential with 40 percent locking action
--Brake callipers, painted red (scheduled to be available from 4th quarter of 2009)
--AMG Exterior Carbon package
--AMG Performance steering wheel in a three-spoke design with Alcantara® inserts in the grip areas
--AMG carbon trim elements
--Illuminated AMG door entry sills
--AMG Driver's Package (includes restriction of top speed to 300 km/h, attendance at driver training at the AMGDrivingAcademy, AMG spoiler lip and roller blind for rear window)
--AMG floor mats
Active and passive safety at a new level
The flagship AMG model in the E-Class traditionally meets the very highest expectations with respect to active and passive safety. Naturally this also applies to the new E 63 AMG: standard features include the new drowsiness detection system ATTENTION ASSIST, the unique anticipatory occupant protection system PRE-SAFE®, BAS PLUS, seven airbags and crash-responsive NECK-PRO head restraints. On request the safety features can be brought to a level unprecedented in this vehicle class with the Lane Keeping Assist and Blind Spot Assist systems, the PRE-SAFE® Brake with an automatic emergency braking function, Adaptive Highbeam Assist, Night View Assist and Speed Limit Assist.
For lovers of exclusive cars. The new Special Edition is set to draw admiring glances with its sporty, elegant design features, reserved for this model only, a high-quality interior plus some exciting technical highlights as part of the standard specification, including AGILITY CONTROL, ADAPTIVE BRAKE, BlueEFFICIENCY and the Intelligent Light System, ensuring that even the most discerning requirements are met for those looking for refinement, motoring pleasure and a car with a distinctive character. The Special Edition is available as a saloon and an estate and with all the C-Class engines.
The range of equipment includes some superb technical innovations such as AGILITY CONTROL, ADAPTIVE BRAKE and BlueEFFICIENCY, helping the C-Class to set standards in the compact premium-car segment. Also part of the standard specification on board the Special Edition is the Intelligent Light System featuring bi-xenon headlamps with variable light distribution, an active light function, dynamic headlamp range control plus a cornering light function that ensures optimum adaptation to the current visibility. Yet more comfort is afforded by PARKTRONIC with its acoustic and optical distance warning.
2009 is a year in which Mercedes-Benz celebrates several anniversaries in the safety field: in August 1939 the safety pioneer Béla Barényi started his work in Sindelfingen. He invented for example the principle of the crumple zone, a trailblazing innovation which entered series production at Mercedes-Benz in 1959. With the help of its in-house accident research function, which was founded in 1969, Mercedes engineers in the following years have developed sev-eral groundbreaking innovations in passenger car safety. Now it is time for a look behind the scenes, and in this anniversary year, Mercedes-Benz is using the ESF 2009 research vehicle to reveal what its safety specialists are currently working on – with a time horizon that often extends well into the future.
The ESF 2009 is the first Experimental Safety Vehicle to be built by Mercedes-Benz since 1974. Like its historic predecessors, it illustrates trailblazing in-novations in the field of safety and makes the progress achieved clearly visible. These amazing but by no means crazy ideas include inflatable metallic sections which give more stability to structural components within fractions of a second, as well as the so-called "Braking Bag". This airbag housed within the vehicle floor is deployed when a crash is deemed to be unavoidable, and uses a friction coating to support the vehicle against the road surface. The ESF 2009 will be premiered on 15 June 2009, at the Enhanced Safety of Vehicles (ESV) Conference in Stuttgart.
"Safety is a central element of the Mercedes-Benz brand. In this respect we have been setting the pace in the market for almost 70 years. For the benefit of our customers and for road users in general. The ESF 2009 shows that we still have plenty of ideas and the absolute will, to lead the automobile industry in this field even in future", says Dr. Dieter Zetsche, Chairman of Daimler AG and CEO of Mercedes-Benz Cars.
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The ESF 2009 was developed and built completely in the test vehicle workshops in Sindelfingen. This safety research vehicle based on the Mercedes S 400 HYBRID fea-tures more than a dozen safety innovations, most of which are fully functioning in demonstration mode. "With the ESF 2009, we have chosen this particular time to clearly demonstrate the innovative strength of Daimler. Anybody examining the ESF 2009 in detail will recognise that more safety and improved energy efficiency are not necessarily a contradiction in terms. We want to make progress in both fields with new, trailblazing ideas ", says Dr. Thomas Weber, the member of the Daimler Executive Board responsible for corporate research and development at Mercedes-Benz Cars.
• PRE-SAFE Structure: The inflatable metal structures save weight or increase the stability of structural components. When at rest, the metal section is in a folded state to save space. If its protective effect is required, a gas generator builds up an internal pressure of 10 to 20 bar within fractions of a second, causing the sec-tion to unfold for significantly more stability.
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• Braking Bag: This auxiliary brake accommodated in the vehicle floor is a new type of PRE-SAFE® component. If the sensor system concludes that an impact is unavoidable, the Braking Bag is deployed shortly before the crash and stabilises the car on the road surface by means of a friction coating. The vehicle's vertical acceleration increases the friction, and helps to decelerate the vehicle before the impact occurs.
• Interactive Vehicle Communication: The ESF 2009 is able to communicate di-rectly with other vehicles, or via relay stations. Using "ad hoc" networks and WLAN radio technology, it is e.g. able to receive and transmit warnings of bad weather or obstacles in the road.
• PRE-SAFE Pulse: This further development of PRE-SAFE® is able to reduce the forces acting on the torsos of the occupants during a lateral collision by around one third. It does this by moving them towards the centre of the vehicle by up to 50 millimetres as a precautionary measure. As an active re-straint system, it uses the air chambers in the side bolsters of the seat backrests.
• Spotlight lighting function: This partial LED main beam specifically illuminates potential hazards. If the infrared camera of Night View Assist PLUS e.g. detects deer at the roadside or pedestrians on the road, these can be briefly il-luminated beyond the normal area covered by the main beams, as if by a spot-light.
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Mercedes-Benz is also presenting an innovative PRE-SAFE Demonstrator at the 21st ESV Conference. For the first time this simulator uses a linear motor for this purpose, in order to accelerate the vehicle cabin to up to 16 km/h within a distance of four me-tres before the impact occurs. The linear drive system, which is similar to that used by the Transrapid train, is freely programmable and also works in the opposite direction. This enables various acceleration profiles and also a rear-end collision to be demonstrated. The special feature of this system is that the 'vehicle occupants' experience the effect of the PRE-SAFE® functions live, e.g. belt pretensioning, NECK-PRO and the inflatable side bolsters of the seats.
Mercedes-Benz is continuing a longstanding tradition with the ESF 2009: for the ESV Safety Conferences held in 1971 to 1975, the safety experts in Stuttgart built more than 30 experimental vehicles and subjected them to crash tests to satisfy the vision-ary safety requirements of that time. Four of these ESFs (Experimental Safety Vehicles) were presented to the public, and many of the revolutionary ideas such as ABS or the airbag first entered series production at Mercedes-Benz.
"Safety is a central element of the Mercedes-Benz brand. In this respect we have been setting the pace in the market for almost 70 years. For the benefit of our customers and for road users in general. The ESF 2009 shows that we still have plenty of ideas and the absolute will, to lead the automobile industry in this field even in future." Dr. Dieter Zetsche, Chairman of Daimler AG and CEO of Mercedes-Benz Cars.
"Even in economically difficult times, we refuse to make any cuts where innovation is concerned, as shown by the highly complex ESF 2009 project, where we have chosen this particular time to clearly demonstrate the innovative strength of Daimler and Mercedes-Benz. Anybody examining the ESF 2009 in detail will recognise that more safety and less fuel consumption are not necessarily a contradiction in terms. We want to make progress in both fields with new, trailblazing ideas." Dr. Thomas Weber, the member of the Daimler Executive Board responsible for corporate research and development at Mercedes-Benz Cars.
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"Real Life Safety is about more than scoring points in standardised crash tests, or the number of onboard airbags. The ESF 2009 clearly illustrates the comprehensive ap-proach of Mercedes-Benz with its numerous innovations for more passive and active safety. In line with our claim: One star is sufficient." Ulrich Mellinghoff, Head of Mercedes Safety Development
It sounds like science-fiction: concealed metallic structures that wait patiently in a collapsed, space-saving state until they are required to go
into action. Daimler researchers working together with the gas generator specialists at Autoliv spent two years actively researching such active metal sup-port systems, and tested a variety of applications. For the very first time, inflat-able metal side impact protection can be seen in the ESF 2009.
Imagine an inflatable mattress. When it is not needed, it is rolled up flat and e.g. con-signed to a shelf in the attic. When inflated, however, it has a highly resistant structure that can easily carry a man weighing 100 kilograms. Inflatable metallic structures work in the same way: when not in use, the metal section is folded together to save space. Once its protective effect is needed, a gas generator just like those used to inflate airbags builds up an internal pressure of 10 to 20 bar within frac-tions of a second, the metal section is unfolded and the structure has significantly greater stability.
The advantages are obvious, and mainly involve packaging and weight: more stable structures can be accommodated within the increasingly tight installation spaces of an automobile, or weight can be greatly reduced while maintaining the same stability. Using the example of the side impact protection member in the doors of the S-Class, the researchers have calculated that around 500 grams less weight per door would be feasible.
Daimler safety researchers examined various applications for these innovative, crash-responsive metal structures, among them side impact protection, the side skirts and the seat cross-members. These have the advantage of being several centimetres away from the impact zone. The gas generator therefore only needs to be activated when a crash has definitely taken place.
One of the still unsolved problems of these protective members is that unlike the PRE-SAFE® measures already in series production, their active deformation is not reversi-ble. Moreover, the activation of protective members installed well to the outside of the bodyshell that can be inflated by internal pressure requires their deployment before the crash. The pre-crash sensor system must therefore provide highly reliable signals.
Another hurdle is the currently still uncompetitive cost level of the required gas gen-erators in relation to the cost requirements for weight-saving measures. These crash-responsive metal structures are therefore still a thing of the future – but the same was also once true of standard safety features like the airbag, ABS or ESP®.
Airbags in cars have previously only been used as a restraint system for the occupants. In the future they might also be a PRE-CRASH- component, acti-vating an auxiliary brake in the vehicle floor and improving both deceleration and compatibility with the other vehicle involved in the accident.
Energy is not only reducible by braking the road wheels: jet fighters and dragsters use braking parachutes, for example. And as early as 1952, Mercedes-Benz was already experimenting with an air-brake at the Le Mans race: when decelerating, the driver was able to move a metal panel on the roof of his racing SL to a vertical position. Even earlier, coachmen used special wheel chocks. These were placed in front of one of both rear wheels on long downhill gradients, and their iron-clad base helped to brake the vehicle during the descent.
This is an old idea that Mercedes safety researchers have revitalised on a similar prin-ciple with the Braking Bag, an airbag installed between the front axle carrier and the underbody panelling. If the sensor system concludes that an impact is inevitable, the PRE-SAFE® system not only initiates automatic emergency braking. At the same time the Braking Bag is deployed just before the crash, supporting the car against the road surface by means of a friction coating. The vehicle's vertical acceleration increases the friction and has an additional braking effect before the impact. The Braking Bag uses the PRE-CRASH sensors in Mercedes-Benz cars, which are already able to initiate pre-ventive occupant protection measures in critical driving situations.
• The rate of deceleration is briefly increased to over 20 m/sec/sec. This scrubs additional energy beyond the potentials of a wheel brake, thereby reducing ac-cident severity.
• Because the car is raised upwards by up to eight centimetres within a short time, the dive effect that occurs with conventional brakes is substantially com-pensated. This improves geometrical compatibility with
the other party in an accident.
• This vertical movement also improves the effects of the restraint systems: the seats move towards the occupants by around three centimetres, which enables the belt tensioners to take up more slack. The high deceleration rate before the impact has a "pretensioning" effect on the occupants, so to speak.
• Downward support for the vehicle during the crash reduces the typical diving motion during a collision.
Mercedes engineers have calculated that even at a low 50 km/h, the additional decel-eration has the same effect as lengthening the front end by 180 mm. Initial driving tests in a C-Class have already shown the effectiveness of this new auxiliary brake – though it will still be some time before the Braking Bag becomes another component of the PRE-SAFE® system.
Cars sometimes know more about their surroundings than their drivers. With the help of intelligent communication systems, vehicles themselves are able to con-tribute to improved road safety and mobility.
A patch of black ice on the next bend? A bank of fog three kilometres down the road? A new traffic tailback where roadworks are being carried out? What used to come as an unpleasant surprise is far less frightening if the approaching driver receives an up-to-date is warning beforehand. This is a task that will in future be carried out by the other vehicles on the roads at the time – automatically, by radio. This is the basic idea behind Interactive Vehicle Communication.
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Cars are nowadays able to collect a great deal of information about the current driving situation, as the numerous sensors, cameras and control units for the dynamic and assistance systems can register e.g. poor weather conditions just as well as sudden braking and avoiding manoeuvres, or broken-down vehicles on the road. There are also other sources of information, for example local police reports. This information can be passed on via additional relay stations ("car-to-x") such as radio masts at the roadside, stationary nodal points (e.g. traffic centres and overhead gantries) or via the internet. The onboard computer classifies all the reports according to plausibility and relevance. Tailback reports on the radio which are out-of-date or irrelevant to the individual driver will then be a thing of the past.
Mercedes engineers have been working on "Interactive Vehicle Communication" as a technology of the future for more than seven years.
The ESF 2009 safety concept vehi-cle demonstrates the current status of this research: this Mercedes can automatically recognise an approaching police car, for example, and warn its driver by showing a symbol in the display. It is also possible to send and receive warnings of bad weather or obstacles in the road.
The exchange of data between vehicles is via so-called "ad hoc" networks, connections that are spontaneously formed between the vehicles over short
distances. These wireless local area networks (WLANs) are self-organising, and require no external infrastructure. Transmission and reception is at a frequency of 5.9 giga-hertz, over a distance of up to 500 metres. In fact the achievable communication range is much greater, as oncoming vehicles pass the messages on.
Cars that communicate with each other can do more than just pass on information: linked to modern proximity control systems such as DISTRONIC Plus from Mercedes-Benz, they can help to harmonise the traffic flow and avoid tailbacks by automatically selecting the most suitable vehicle speed when joining a motorway. And collisions can be avoided if onboard sensors recognise an impending accident and automatically regulate the distance.
This technology is currently demonstrating its practicality in the "Safe Intelligent Mo-bility – Test area Germany" project (simTD), in which Mercedes-Benz and other German manufacturers and suppliers are taking part. Up to 400 vehicles communicate with each other in these, the world's largest field trials for Interactive Vehicle Communication. simTD is being conducted in the densely populated Frank-furt/Rhine-Main area from autumn 2008 to 2012. Experts expect usable mobile infor-mation networks with full coverage to become a possibility when around ten percent of all vehicles have this communications capability.
With the multiple award-winning PRE-SAFE® system, Mercedes-Benz has once again been underlining its role as a pioneer in the safety field since 2002: once the system recognises certain critical driving situations, PRE-SAFE® activates occupant protection measures as a precaution. As a further development, PRE-SAFE Pulse is able to reduce the loads acting on the torsos of the occupants by around one third during a side impact by preventively moving them towards the centre of the vehicle.
Out of harm's way – every millimetre counts during an accident. When an impending lateral collision is recognised, PRE-SAFE Pulse as an active restraint system moves the driver and front passenger towards the centre of the vehicle, using air chambers in the side bolsters of the seat backrests. If the onboard sensors report that a side impact is inevitable, these are inflated within fractions of a second and give the seat occupants a slight nudge in the ribs. This impulse is enough to move them out of the danger zone by up to 50 millimetres. Even before the accident, it also accelerates the seat occupant in the direction he/she will later take during the accident. This reduces the loads acting on the occupant during the impact. The seat does not need to be replaced or repaired when this preven-tive safety system has been activated, as PRE-SAFE Pulse is reversible.
PRE-SAFE Pulse is being developed on the basis of the dynamic multicontour seat in the new Mercedes E-Class. Depending on the steering angle, lateral acceleration and speed, the inflation pressure and volume of the air chambers in the side bolsters of the seat backrests are already varied to give the driver and front passenger even better lateral support.
Partial main beam: full beam ahead at all times Whether as brake lights and indicators in many Mercedes models, or as daytime driving lights in the new E and S-Class, LED lighting technology is see-ing increasing use at Mercedes-Benz. And things will be brightening up at night as well in future: Mercedes lighting specialists are working on an adaptive LED main beam system that automatically excludes oncoming traffic from the cone of light. A special spotlight function also allows potential hazards to receive additional illumination.
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Main beam, low beam, main beam... anybody travelling on country roads in western Europe at night is seldom able to drive with the main beams on for very long. The frequency of oncoming traffic dictates that the driver is soon obliged to switch to low beam, either manually or more conveniently using the Main Beam Assist in the new Mercedes E-Class. This is not enough to satisfy the researchers at Mercedes-Benz, however. Because during the phases when the driver switches to low beam - with its shorter range - to avoid dazzling others, it is possible to overlook other road users or potential hazards.
The lighting specialists at Mercedes-Benz are therefore working on an LED-based adap-tive main beam system. This enables the driver to leave the main beams switched on constantly. As soon as the system detects oncoming traffic with the help of a camera, it automatically adjusts the light distribution accordingly. The Mercedes ESF 2009 ex-perimental safety vehicle shows precisely how this works. A headlamp is made up of 100 LEDs. These semiconductor elements can be individually activated, so that when there is oncoming traffic, the precise beam area in which other road users are located can be darkened down. The system recognises these using an infrared camera. The purely electronic module is also able to respond much faster than present electro-mechanical shutter/roller assemblies.
The light distribution can also be refined in the opposite direction: a special spotlight function in the LED array of the research vehicle also enables potential haz-ards to be highlighted. If the infrared camera detects pedestrians in the road ahead, for example, they can be briefly lit up beyond the normal main beam illumination, as if by an aimed spotlight. The driver is thus alerted to the potential danger.
Reflective material on the body and tyres could further improve the lateral visibility of vehicles, and help to avoid accidents at road junctions.
Reflective materials have long been commonplace in children's clothing, and in the case of bicycles it is even mandatory to have reflectors in the wheel spokes. So the engineers at Mercedes-Benz asked themselves why the perceptual safety of cars could not be improved in the same way. Accordingly the ESF 2009 research car features appropriate reflective elements when viewed from the side. These modifications are not visible during the daytime, but the additional benefit shows up when dusk and darkness fall.
Together with the manufacturer Continental, Mercedes specialists have developed a reflective strip on the tyres which visually enlarges the wheels in daylight and creates an easily visible band of light when illuminated at night. As a further safety feature there are reflective seals between the doors and the roof, a joint development with the adhesive foil specialist 3M. The aim is to make the vehicle's silhouette more easily visible in the dark. This enables potential accident situations on junctions or in the form of unlit, parked vehicles to be defused.
Reflective foils consist if a reflective base layer with tiny balls of glass. When a ray of light hits the foil, it is refracted by the glass balls, reflected by the base layer and refracted again on exiting. As a result, most of the light is reflected back in its original direction.
Belt Bag: a clever combination of a seat belt and airbag
The seat belt is regarded as one of the most important inventions of the 20th Century, and has saved countless lives. It has been further improved with belt tensioners and belt force limiters, but that is not the end of its development: an innovative extension to the width of the belt, known as a Belt Bag, is able to reduce the risk of injury even further in an accident.
When a seat belt limits the movement of its wearer's torso as intended during a collision, it subjects the body to considerable forces. The Belt Bag, on whose development Mercedes-Benz is working intensively with the seat belt specialist Auto-liv, practically doubles its width within fractions of a second during an accident. This increase in the width of the belt spreads the pressure over a wider area, thereby reducing the risk of injury. This is particularly beneficial for older passengers, whose ribcage is no longer so flexible.
As the name suggests, the Belt Bag is a combination of a seat belt and airbag. When the crash sensors detect a serious impact, the airbag control unit activates the Belt Bag. A generator at the belt armature inflates the double-layered belt, which has Velcro seams. The volume of the Belt Bag is around four litres. The developers consider the Belt Bag to deliver the greatest benefits in the rear of the car, where conventional airbags cannot be installed. It is therefore conceivable that the Belt Bag could be used here by Mercedes-Benz in the foreseeable future.
Child Protect: safety and comfort for very small passengers
Mercedes engineers have thought about how children might travel even more safely in a car. The two major advantages of the Mercedes concept study "Child Protect" over conventional child safety seats are an improved protective effect and greater comfort for the child. This is accompanied by a high level of quality and attractive visual integration of the seat into the interior of Mercedes models. This system jointly designed with the restraint system specialist Takata is suitable for children aged between three and 12 years (weight categories II and III). One special feature is its modu-lar construction, as the height and width can be individually adapted to the child's physical proportions.
"Child Protect" has a tubular frame construction. This design offers better support and greater rigidity than versions of moulded plastic during a side impact. The prominent side bolsters in the shoulder and head area keep the child in place and minimise body movement during an accident. At the same time they prevent the child from coming into contact with vehicle components penetrating into the interior, or with the passenger in the adjacent seat. This seat study, which is approved according to the ECE R44.04 standard, is also equipped with automatic, sen-sor-controlled airbag deactivation on the front passenger seat.
As an additional benefit, Mercedes engineers are considering the addition of a buggy subframe to the child seat. This would also ensure that children travel in comfort, style and safety outside the car.
With the multiple award-winning PRE-SAFE® system, Mercedes-Benz has once again been underlining its role as a pioneer in the safety field since 2002: once the system recognises certain critical driving situations, PRE-SAFE® activates occupant protection measures as a precaution. As a further development, PRE-SAFE 360° monitors not only the areas to the side, but also to the rear of the vehicle.
PRE-SAFE 360° uses short-range or multi-mode sensors to monitor the area behind the vehicle to a range of up to 60 metres. If the accident early-warning system registers that a collision is unavoidable, the brakes are applied around 600 milliseconds before the impact. If the already stationary car is braked during a rear-end collision, this not only prevents secondary accidents where the car is e.g. uncontrollably shunted into a road junction or onto a pedestrian crossing. The severity of possible whiplash injuries to the occupants can also be reduced by application of the brakes, as the vehicle and therefore its occupants have less forward acceleration. The driver always has the final decision with PRE-SAFE 360°, however: if he accelerates because he is able to prevent the rear-end collision by moving forward, for example, the brakes are instantly released.
Contrary to the widely held opinion among drivers, it does not make sense to take one's foot off the brake pedal before an impending rear-end collision. The correct action would be to apply the brakes as hard as possible, however accident research findings show that the driver of a stationary vehicle impacted from the rear is moved backwards by up to 20 centimetres. This inevitably causes his feet to slip from the pedals.
The protective effect of PRE-SAFE 360° supports that of the NECK-PRO crash-responsive head restraints, which are already standard equipment in many Mercedes model series. If the sensor system detects a rear-end collision with a defined impact severity, it releases pre-tensioned springs inside the head restraints, causing the head restraints to move forward by about 40 millimetres and upwards by 30 millimetres within a matter of milliseconds. This means that the heads of the driver and front passenger are supported at an early stage than with conventional head restraints.
The 1980 Mercedes S-Class (W 126) was the first series production car equipped with an airbag. In the meantime airbags have firmly established them-selves across all vehicle segments. Airbags have saved many human lives and reduced the severity of injuries. Mercedes safety specialists are now working on a further improvement to their protective effect by developing airbags with a variable volume.
There are already adaptive airbags at Mercedes-Benz today, for in many model series the airbags are activated in two stages depending on the assessed severity of the impact. Future generations of this restraint system will not only take accident severity into account, but adapt themselves to the individual vehicle occupants: "Size Adaptive Airbags" automatically adjust their volume to the seating position and stature of the front passenger as recognised by the sensors. For whether a small front passenger is hunched up close to the dashboard or a tall front passenger has his seat moved well back is certainly a factor in the protective effect of the airbag. The weight of the front passenger, and therefore the forces acting on the airbag during an accident, are also important.
"Size Adaptive Airbags" enable occupant contact with the airbag to be optimally timed, whatever his weight and seating position. The restraint system can therefore dampen the impact to optimum effect. This Mercedes development varies the volume on the front passenger side between 90 and 150 litres. For purposes of comparison, conven-tional front passenger airbags have a volume of around 120 litres.
The system uses three retaining bands with which the airbag contours are adjusted to limit the volume. The retaining bands are fitted on electrically driven spools. When the airbag is activated, only as much band length is released as the control unit has calculated on the basis of sensor data for the seating position and weight of the occupant.
With the help of a small camera, drivers will in future be able to keep children travelling in the rear under control without taking their eyes off the road.
"Mum, Vanessa keeps pulling my hair!" "John's seat belt isn't properly fastened." - Par-ents know that when the kids are on board, there is usually no shortage of action on the rear seats. But if the driver looks back to see what is going on, there is a risk of an accident. Accordingly Mercedes safety experts have developed "Child Cam", a simple camera system that enables the kids to be observed without taking one's eyes off the road.
A small camera is mounted on the roof lining behind the front seats. If required its im-ages can be transferred to the dashboard display – not in video form, but as sequences of stills to avoid distraction. The camera position provides a slight bird's-eye view, which allows children in rear-facing child seats to be observed more easily.
"Child Cam" also shows rear areas that are not easy for the driver to observe, e.g. the seat directly behind. And in the case of an estate car, SUV or van, it is also possible to monitor the luggage compartment. This is very useful if domestic pets are on board, for example.
Danger not only comes from outside during an accident. In unfortunate cases even passengers wearing their seat belts can come into contact and injure each other. Interseat Protection in both seat rows helps to prevent this.
Mercedes safety specialists are presenting two proposed solutions in one with Interseat Protection: a protective system for the driver/front passenger and one for the rear-seat passengers. As a common feature of both, the occupants are physically separated from each other if the PRE-SAFE® system registers an accident. Within fractions of a second, a lattice-like airbag support structure extends from between the front seats to keep the driver and front passenger apart. A seat-mounted solution like this has the advantage that the protective barrier adapts itself to the position of the front seats.
The seat position does not need to be taken into account in the rear, therefore a protective pad located above the centre armrest is used when an accident is detected. This pad helps to prevent the two passengers in the rear from impacting each other. When the pad is at rest it can be activated as part of PRE-SAFE®. Within fractions of a second, the seat divider emerges and the two head supports are deployed.
Mercedes accident research has shown that during a side impact, and also during a rollover, the heads of the passengers move along different paths: around 50 milliseconds after the accident, the head of the person facing the impact changes the direction of its evasive movement towards the centre of the vehicle – impelled by the sidebag and head airbag. A second important finding from these analyses is that a collision between the passengers can only be avoided if the torso is supported. The protective pad of the Interseat Protection system is dimensioned accordingly.
In normal cases the protective pad in the rear is more of an innovative comfort feature: the pad is designed to be extended by the passengers at the touch of a button, when it can be used as a head and shoulder support for a comfortable sleeping position. It would also be conceivable to use the space for stowage or a cooler box, or an entertainment console.
The successful Mercedes-Benz C 63 AMG is now more attractive than ever: the modified design of the top-of-the-range C-Class model is complemented by numerous enhancements to its technology which deliver even more driving enjoyment while reducing fuel consumption significantly. The introduction of the AMG SPEEDSHIFT MCT 7-speed sports transmission with the "Controlled Efficiency" mode as standard along with a new power steering pump helps to reduce the combined NEDC fuel consumption by about ten percent to 12.0 l/100 km (Estate: 12.3 l/100 km). The output of the AMG 6.3-litre V8 engine is unchanged at 336 kW (457 hp) and can be increased to a maximum of 358 kW (487 hp) with the optional AMG Performance package. Agility, grip and ride comfort have been enhanced as a result of numerous measures to optimise the AMG sports suspension. New assistance systems and a new generation of telematics with internet access increase both safety and comfort.
