Mercedes-Benz G400 CDI 2001

For G-class stars, see Stellar classification.

The Mercedes-Benz G-Class or G-Wagen, short for Geländewagen (or cross-country vehicle), is a four-wheel drive vehicle / sport utility vehicle (SUV) produced by German automaker Mercedes-Benz. It was borne by proposals for a military vehicle in the early 1970s by the Shah Mohammad Reza Pahlavi of Iran, a major Daimler-Benz shareholder. Developed in co-operation with the Austrian car manufacturer Steyr-Daimler-Puch,[1] production of the G-Class began in 1979 with the 460 Series models.[2] The G-Class has been sold under the Puch name in certain markets, and the Peugeot P4 is a variant made under license, with a Peugeot engine and other equipment.

Mercedes-Benz secured military contracts for the vehicle in the late 1970s and offered a civilian version to the public in 1979. Designed to be a durable, reliable, and rugged off-roader, the G-wagen utilizes three fully locking differentials (one of the few vehicles sold in the U.S. to have such, along with the Jeep Wrangler Rubicon, Toyota 80-series Land Cruiser, Pinzgauer High Mobility All-Terrain Vehicle, and Mercedes-Benz Unimog). Among the engines offered in the G-Class for the 2004 model year is a 5.5-litre V8.

Marking its 25th anniversary, the 2005 Mercedes-Benz G55 AMG was relaunched as the G55 Kompressor or G55K and received a boost in power, thanks to a 5.5-liter, supercharged V8 developing 469hp (350kW) and 516lb·ft (700N·m). of torque.
History

The G-Wagen was first offered for sale in 1979 and redesigned in 1990/1991. A new version was expected for 2007, but the new GL-Class will not replace the G-Wagen and it will continue to be hand-built in Graz, Austria at an annual production rate of 4,000 to 6,000 units.
W460

The original W460 G-Wagen went on sale for civilian buyers in the model year 1979. It was offered with two wheelbases, a short wheel base (SWB) of 2400 mm and a long one (LWB) of 2850 mm. One could choose between three body styles: A 2-door SWB convertible, a 2-door SWB wagon and a LWB 4-door wagon. The two wagons were also available as windowless 2-door Van (or 'Kastenwagen' in German). During the G-wagens impressive life span many a different body style was made for army and public-service clients, like the Popemobile, the pickup or the chassis/cab with a wheel base of 2850, 3120 or 3400 mm, the chassis/cab being the base vehicle for army-ambulances or communication vehicles. Please note that, because of the sheer variety of military versions, this article is mainly about the somewhat more standardized civilian G-Wagen.

The W460 was popular with military and off-road enthusiasts, with more than 50,000 built in the first decade. The vehicle was not offered in the United States officially, but by means of "casual importation" grey-market in the mid-1980s, importers were successful in selling some G-Wagens (mostly W463s) that had been modified to meet US DOT specifications for around $135,000.
W461

The production of the W460 ended August 1991. It was replaced by the all but identical W461. Initially, engine choices were limited to the four cylinder 230GE petrol- and five cylinder 290GD diesel engine. The W460 'cabrio' version was skipped. From 1997 the W461 sported a slightly updated interior with better seats, changed door panels and an updated dash. From this time, the W461 was only available as 290GD Turbo Diesel with 4-speed automatic transmission. The petrol engine was dropped. Disc brakes all around became standard and the bell-housing of the front axle was changed to accommodate larger reduction-gears. The exterior and other mechanics changed little, not even the model badge which kept indicating 290GD.

The main technical difference between the W460/461 and W463 model, apart from the choice of engines, gearboxes and heavy-duty suspension, is the layout of the drive train. Whilst the W463 offers full-time 4WD, the W460/461 is basically rear wheel drive with manually selectable 4WD. This means that these models do not have a centre differential, thus no centre diff-lock. Only front and rear locking differentials are needed to obtain a fully locked drive train. The front lockers were not fitted as standard, but as a factory-fitted option. The difflocks are manually operated using hydraulic levers next to the transfer case selector handle. Other differences between W460/461 and W463 models are mainly cosmetic. From the front, the W460/461 can be easily recognized by its grille and headlight covers which differ slightly from the W463 and are always black (on a factory standard car), even if the rest of the bodywork is not. If fitted, wheel arch extenders are made of unfinished plastic, thus also black. Furthermore are the rear view mirrors mounted on the front doors instead of being mounted at the base of the A-pillar. The model badge is integrated in the base of the mirror. Finally, from behind, the biggest differences are the fuel cap, which is not covered on the W460/461, and the arrangement of the taillights and bumpers. The last and most notable difference can be found inside the car. Where the W463 is very luxurious (wood/leather/electrics etc.), the simpler model is quite basic, with a dash and trim that closely resembles the original vehicles from the late 70's. Apart from the choice of rugged materials, some luxuries like automatic transmission (standard on the 290GD TD), power steering (standard on W461), ABS, drivers airbag, central locking, engine pre-heater, air conditioning (rare), heated seats and electric windows were available for the W460/461. Since 2001 the W461 is no longer available for civilian customers. With its demise the very last Mercedes-Benz sporting the old naming-scheme vanished. The 290GD TD was never rebadged as G290 TD.


W463
Main article: Mercedes-Benz W463 

The chassis was revised for 1990 as the W463 with anti-lock brakes, full-time 4WD and a full trio of electronically-locking differentials. The interior was totally upgraded, finished with wooden accents and optional leather upholstery.

The range was refreshed again in 1997, including the introduction of a power-topped convertible and two new engines, the 2.9L Turbo Diesel and the V6-powered (M112 motor) G320 - previous years' G320s were outfitted with the M104 I6. The V8 G-wagen returned with a new engine in 1998 as the G500, with official sales beginning in the United States in 2002 at $75,000. The 349hp (260kW) G55 AMG cemented the vehicle in the American market with many snapped up by celebrities. The most powerful V8, the 476hp (355kW) (later 500hp (370kW)) G55 AMG Kompressor, introduced in 2004 as model year 2005, is able to hit 60mph (100km/h) in just 5.4 seconds. In 2005 M-B was considering that it would be the LAST YEAR they would import the Geländewagen into the USA market. They even launched a "Grand Edition" (something they like to do to sell off the last of a particular model). One reason it was supposedly continued in the US market was because of a order placed for some 160+ diesel units for the US Marine Corp (H1 HumVees don't fit well in the V-22 Opsrey). t2005 was the FIRST YEAR the G55 AMG model boasted 469 HORSEPOWER, a 120 HP increase over the '03 and '04 AMG models.

The new G500 has a 382 horsepower 5.0 liter V8 engine, while the G55 AMG has a 476 horsepower 5.5 liter V8 engine. The G500 gets from 0 to 60mph in 6.0 seconds, while the G55 AMG takes a mere 4.8 seconds.

The W463 client had a larger choice of engines, the preliminary apex being the V8-powered 500GE in 1993. This catered more of a luxury than off-road crowd with only center and rear differential locks and an even more luxurious cabin. The 500GE was produced in limited numbers for just two years. All W463 G-Wagens began using Mercedes-Benz's new letter-first naming scheme in 1994.

Various automobile tuners such as AMG, BRABUS, LORINSER, Carlsson (car company) and RENNtech have modified the engine and exterior with a 3.6 liter engine.

It was rumored that, with military contracts for the G-Class completed, production of the old G-wagen in Graz, Austria would cease as of 2006. However, reports state that production of the current G-wagen will continue for the foreseeable future, alongside its once-intended replacement, the GL-Class (X164). An outcry among enthusiasts who admired the G-Class for its tremendous off-road potential showed that a market still existed for such a vehicle. Mercedes-Benz elected to continue G-Class production for the hardcore off-road market, while the larger 3-row GL-Class would be marketed as a competitor for the likes of the Cadillac Escalade and Lincoln Navigator.

As of July 2006, Mercedes-Benz announced a late-availability 2006 model year G-Class on its website.[3] The company also showed a facelifted 2007 model at the Paris Auto Show in September 2006[4] and increased the power of the G 55 AMG version from 476 to 500hp (370kW). Currently the 2009 G 500 and G 55 AMG is offered for sale at the 30-year Anniversary of the G Class. Both models with cosmetic upgrades most noticeable with the new grill, rims, etc. Mercedes-Benz has announced that the G-Class will continue to be manufactured through 2012 due to continued good worldwide demand including for military purposes.
Military operators
Argentina The Argentine Army uses the MB-230G (short and long chassis) since the 1980s, in different roles; some 900 remain in service. [5] Australia In 2007, Mercedes-Benz won a contract to provide 1,100 G-Class vehicles to the Australian Defence Force.[6] Austria The Austrian Army has been a long time user of various Puch G models. Bulgaria The Bulgarian Army has signed a deal with Mercedes-Benz for the supply of various G models (mostly armed) as part of its on-going modernization plan. Canada A total of 1,159 vehicles have been ordered by the Canadian Army beginning in late 2003.[7] An armoured kit can be fitted (or removed) in 8 hours by three soldiers. Their light armour has been criticised for leading to loss of life in Afghanistan, however it is considerably better than the Iltis predecessor.[8] Delivery of these vehicles to Reserve units has also begun; they will be employed in armoured reconnaissance units. It is in the final stages of fully replacing the Iltis in most units as the armoured reconnaissance vehicle in use LFCA. Other units will replace the Iltis with a militarized Chevrolet Silverado known as the MILCOTS (or colloquially as the "Milverado".) :For the most exposed missions in Afghanistan 75 RG-31 Nyala built by BAE Land Systems OMC, South Africa, will be used.[9] Croatia Croatia bought 300-320 vehicles for needs of Croatian army and for peacekeeping operations missions in Afghanistan additional 30 RG-31 vehicles were delivered. Croatia uses mix of 4x4 vehicles in peacekeepings operations and Mercedes G class is very popular choice within the Croatian Army. G class are supplemented by Land Rover Wolf and Iveco LRV vehicles. Denmark The Danish military bought the 240 GD (/24, /28 and /34 variants) to supersede the M151A1, the Volkswagen 181 ("Jagdwagen") and the Land Rover 88[10]. First deliveries of the 240 GD were in 1985 and later the 290 GD (/24 and /28 variants) where also introduced. More than 1.300 have been put in service. A few 300 GE's have also been used - mainly by the Danish army EOD-services[11]. Currently the Danes are taking delivery of over 2.000 270CDIs in several variants, starting in 2003[12]. Estonia The Estonian Defence Forces have a small number of various G-Class vehicles, which were recently purchased to replace the outdated UAZ and Volkswagen Iltis jeeps. Finland The Finnish Army uses the Geländewagen mostly as armored vehicles and ambulances, but other versions are also in service. France The French Army have the Peugeot P4 which is a derivative from the G-Class equipped with Peugeot engine and equipment. Germany The German Armed Forces uses the G-Class under the name "Wolf". Over 12,000 vehicles have been delivered in over 50 versions, ranging from ambulance vehicles to armored vehicles used by the German special forces. Greece The Greek Army as well as Air Force, Navy and Police use several versions of the Geländewagen, manufactured by ELBO the Hellenic Vehicles Industry as W462. Hungary The Hungarian Ground Forces are using a small number of G-270 CDI BA 10, which is mounted with UMF light-machine gun platform.More will be purchased between 2010–2013. Ireland The Irish Army Have 60 G-Wagon troop transport vehicles. Luxembourg The Military of Luxembourg uses the 300D variant of the Geländewagen. Malaysia locally build by DRB HICOM as G-Wagon and used along with Land Rover Defender as light transport of Malaysian Army. Mexico The Mexican naval defense secretary (SEMAR) announced in 2008, A contract to purchase large numbers of Mercedes-Benz military vehicles including an up-armored variant of the G-Class "Serval" scout vehicle for the Mexican Marine corps. Netherlands The Dutch Army uses various versions of the Mercedes-Benz G-Class, mostly W461 290GD and 290GD TD models with manual gearbox. Also the Dutch police and Koninklijke Marechaussee are using the G. Most of these are armored W463 models. Norway The Norwegian Army bought 240 GD to replace Volvo and Land Rover jeeps in the mid-1980s, and 300 GD to use as ambulances. The 300GD is also used to transport the launch control station and optical sensors for the NASAMS Air-defense system. During the 90's 290 GD's where bought, and in the first half of the 00's a small number of armoured 270 CDI's were put into service. Today the Defence Forces operates a total of 3000 vehicles. The escort company of the Norwegian Royal Guard employs a black G500 AMG with police lights on the roof. Poland 121 in service with Polish Army. Serbia The Military of Serbia is using Austrian-made Puch 300GD, most of them, 204 in 300GD 6 and 300GD 3 versions bought by Yugoslav Peoples Army in 1984 as replace for FIAT-1107JD and other older vehicles. There are is also a number (some 100-150) of younger vehicles bought by Yugoslav Army in 1998. The most of Puchs are used by Military Police as patrol vehicles and as utility vehicle for transport of military personal, but also by Special Forces. Military of Serbia is use Puchs in 300GD33, 300GD6 and 300GD10 variants, for transport of VIP persons in 300GD3-LUX and 300GD6-LUX and Special Forces Brigade is use modified version designed for access to combat zone. The Serbian Ministry of Internal Affairs and Serbian Police also use a number of Puch 300GD and Mercedes-Benz G-Class vehicles as cross country patrol vehicle. Some are also used by Firefighter units and Gendarmerie (Žandarmerija) units which patrol the "Ground Safety Zone" on administrative line with Kosovo and Metohija. Singapore The Singapore Army bought the 270 and 290 versions as secondary military transport. It is used in soft-top truck configuration and is known as a 1.5-tonner or simply "MB" to its users. And also some were used also for patrolling in a jeep form. The Army also deploys the extremely short-wheelbase, soft-top version for its Colonels, Battalion COs, Brigade and Division Commanders as personal field transports. Slovenia Military of Slovenia uses mainly for transport. Switzerland The Swiss Army uses the 230 with soft top as the primary general purpose carrier, and a hardtop version as mobile radio access point. It is in service since 1985 and gradually replaced Willys Jeeps, Haflinger light transports and Pinzgauer medium transports in the liaison and transport role. All versions in Swiss Army use are unarmed. United States The USMC Interim Fast Attack Vehicle (IFAV) is a modified version of the Mercedes-Benz Geländewagen 290. It replaces the modified M-151A2 1/4 ton truck (MUTT jeep) used by the Marines as an FAV in the 1990s.

Mercedes-Benz G270 2004

oronto, Ontario - Mercedes-Benz Canada has been chosen to supply approximately 800 Light Utility vehicles to the Canadian military to replace the Iltis in operationally tasked Field Force units and training establishments. The G270 CDI Light Utility Vehicle Wheeled (LUVW) G-Wagon, also known as the Gelaendewagen, which means cross country vehicle in German, is manufactured by DaimlerChrysler at the Magna Steyr plant in Graz, Austria. 




Click image to enlarge

The G-Wagon was developed for military applications and has been continuously updated with new technology. A truly rugged off-road vehicle, it can carry up to four soldiers, their military kits, weapons and other military and radio equipment. Powered by the latest common rail diesel technology, the 5 cylinder inline turbocharged intercooled G270 CDI engine meets the Department of National Defence (DND)'s fuel efficiency and exhaust emission requirements. 

While the majority of vehicles will be used in support and administrative roles, the G-wagon is specifically designed to accommodate an armoured protection system (APS) which can be installed in a matter of hours. Although all vehicles are fitted to accept the APS kit, a minimum of 150 kits will be purchased for use, as required, on deployed operations and missions throughout the world. 

The permanent 4x4 all-wheel drive G-wagon's GVW is 4.8 tons and will be configured in three variants: Basic Vehicle, Command and Reconnaissance and Military Police. Both on and off road, it will be used for transport of personnel, for towing trailers or carrying loads up to 750 kg. The vehicle has a 40 degree approach angle, a gradeability of 60%, a 25�tilt angle and three lockable differentials which allows it to perform in the most demanding conditions. 

Over 60,000 military G-wagons have been sold to NATO allies and armies around the world. Built to withstand extreme stress in the field, the G-wagon's resilience has been proven time and again in the most extreme conditions. 

The first 60 vehicles were deployed in Kabul, Afghanistan at the beginning of March, and an additional 40 vehicles will be delivered to DND by the end of the month. 

President and CEO of Mercedes-Benz Canada, Marcus Breitschwerdt, commented, "Mercedes-Benz Canada is very pleased to be the chosen supplier for this important Canadian Land Force project. The due diligence process was extremely stringent and we are particularly proud that our vehicles met all the rigorous requirements. " He added, "Many are familiar with the G500 street version of the G-wagon, which was introduced in Canada in 2001 as a luxury SUV. What most don't know is that the G-wagon was originally designed for military purposes and was subsequently - and very successfully - adapted for civilian use."

Mercedes-Benz G55 AMG Kompressor 2004

DaimlerChrysler offers a series of sport utility vehicles to the public under the Mercedes-Benz brand as G-Class. Commonly referred to as the G-Wagen, short for Geländewagen (or Cross-Country Vehicle), Mercedes secured military contracts for the vehicle in the late 1970s and offered a civilian version to the public in 1979. Never an entirely Mercedes product, the G-Wagen was a joint Steyr-Daimler-Puch development and are assembled by Magna Steyr in Graz, Austria. Mercedes' part was to provide the drivetrain as well as interior design on civilian vehicles, and Steyr retained distribution rights in certain regions under the Puch name. Among the engines offered in the G-Class for the 2004 model year is a 5.5-litre V8. Major models include the G500, and G55 AMG. Marking its 25th anniversary, the 2005 Mercedes-Benz G55 AMG was relaunched as the G55 Kompressor or G55K and received a boost in power, thanks to a 5.5-liter, supercharged V8 developing 469 horsepower and 516 lb.-ft. of torque.


The chassis was revised for 1990 as the W463 with anti-lock brakes and a full trio of electronically-locking differentials. The V8-powered 500GE was new for 1993, catering to more of a luxury than off-road crowd with only center and rear differential locks and a luxurious cabin of leather and wood. This luxury-Wagen lasted just two years, however. All G-Wagens began using Mercedes-Benz's new letter-first naming scheme in 1994.

The range was refreshed again in 1997, including the introduction of a power-topped convertible and two new engines, the turbo 2.9 L Diesel and the V6-powered (M112 motor) G320 - previous years' G320s were outfitted with the M104 I6. The luxury G-wagen returned for 1998 as the G500, with official sales beginning in the United States in 2002 at $75,000. The 349 hp (260 kW) G55 AMG cemented the vehicle in the American market, however, with many snapped up by celebrities. A 476 hp (355 kW) G55, introduced in 2004, could hit 60 mph in just 5.5 seconds.

Mercedes-Benz G55 AMG 1999

The 1999 Mercedes Benz G 55 AMG is a revised version of the 1990 release, now featuring ABS, AWD and electronically-controlled differentials. In addition, the upgraded car provides a refreshed interior, with high-quality materials such as wood and leather upholstery. The engine is the same 5.4-liter V8 now rated at 354 horsepower plus 387.2 lb-ft of torque with a maximum speed of 130 mph. The 1999 model was kept in production until 2004 when the parent company came out with a restyled vehicle boating more power and featuring restyled exterior.

Mercedes-Benz Fuel Cell 2003

ANN ARBOR, Michigan - Not long ago, it looked like fuel cells might be headed for the home stretch. Nearly all of the major manufacturers had been developing vehicles that ran on hydrogen fuel cells. No one appeared to have an answer to the question of a fuel-source infrastructure, comparable to the way we get gasoline for conventional cars. But even that obstacle looked like it could, and would, be overcome. 

Today, even though a number of cars powered by hydrogen are in operation, and development work continues, the prospect of their reaching anything approaching mainstream status may be further off than we thought. Fuel-cell cars, like battery-powered electric vehicles, are still limited in terms of operating range. So, the need for that hydrogen-station infrastructure is even more stringent. Yet, few detailed, tangible proposals have been put forth to begin setting up any kind of dealer network. 

Too bad, because the vehicles themselves are intriguing and compelling. Each time we at Tirekicking Today have slipped behind the wheel of a hydrogen-powered automobile, it's been a rewarding experience. Several years ago, for instance, we had an opportunity to drive Honda's FCX, both around Manhattan in New York and on various terrains in southern California. At the time, Honda was beginning to provide several FCX models to government agencies. Refueling of the experimental FCX cars was taking place at Honda headquarters in Torrance, California, and also at mobile fueling stations. 

Most recently, in mid-June of 2006, we were able to take a fuel-cell car developed by DaimlerChrysler out on the road. Based on a Mercedes-Benz A-Class (a compact hatchback wagon sold in Europe, but not in the U.S.), the fuel-cell model looks like a conventional passenger car - except for big "POLICE" lettering on its bodysides. This is an experimental vehicle, after all, and therefore not tuned strictly into customary restrictions. 

Except for taking a few extra seconds and running through a several-step routine, compared to a conventional automobile, the start-up process isn't irksome at all. It's easily learned. You simply turn the ignition key in the normal manner, then wait until the indicator rises to 100 percent and the "Max Power" gauge switches from red to green. Don't be surprised by a few knocking sounds, followed by a long whine, soon after the key is turned. Then, step on the accelerator pedal and you're off. 

Out on the road, the hydrogen A-Class wagon behaves basically like any vehicle in its class. Because it's a Mercedes, solid construction is evident despite the experimental powertrain attributes. You hear whistles and whines when starting off and slowing down - especially when Regenerative braking is engaged, which is done by moving the gearshift lever to the left until a "G" appears in the dashboard display. Otherwise, once you get rolling, it's simply a smooth and enjoyable experience. 

Acceleration isn't bad from a standstill, but leisurely at higher speeds. Everything is utterly smooth and linear. Sound occurs when pushing on the pedal at highway speed, but it's not annoying in any way. There's enough power to pass and merge readily enough - provided prudent care is taken. At highway velocities, it's easy to forget that you're driving anything unusual. 

A fillup gives this A-Class wagon about 1.8 kilograms of hydrogen. That's enough to travel about 100 miles. 

Overall, this is among the best fuel-cell vehicles that we've expreienced. Actually a 2003 model, it's one of more than 100 fuel-cell vehicles that DaimlerChrysler has developed. This particular A-Class model accounts for 60 of the existing fuel-cell cars. All told, they've traveled some 2 million miles. 

Only a single real flaw turns up when driving one of these models. After a few miles behind the wheel, we don't want to give it back. Of course, if we simply drove off into the sunset, there might be a bit of trouble when it ran out of hydrogen in less than a hundred miles. 

Will such cars ever make it to real-world roads in significant numbers? No telling at this point, but this Mercedes-Benz model is fun to drive and enticing, as well as sending a possible signal for an alternative-fuel future.

Mercedes-Benz Final Edition 2003

2003 Mercedes Benz SLK "Final Edition"

What's Special About It? 
With the SLK entering its final year before a major redesign, Mercedes decided to offer this special-edition model to spur a few last-minute sales. The exterior features decorative aluminum accent strips on the A-pillars and convertible roof along with unique 16-inch alloy wheels. The interior is spruced up with redesigned seats covered in either black or red napa leather as well as brushed aluminum accents for the center console, shifter and shift gate. Sales begin this month. 

Why Should You Care? 
Unless you're already a big fan of this Teutonic drop top, there's not much about the Final Edition to get excited about. If you're already in the market for one, however, this spruced-up model might be worth snagging.

Mercedes-Benz F500 2003

New research vehicle F 500 points the way for the automotive technology of the future
At the 37th Tokyo Motor Show Mercedes-Benz will present its new F 500 research vehicle which provides insights into the automotive technology of tomorrow and beyond. Packaged as a modern four-door fastback saloon, the F 500 Mind mobile research lab showcases more than a dozen ideas for enhancing safety, drive technology and comfort. The raft of innovations extends all the way from the night vision system with infrared laser headlamps to two-way doors and a programmable multivision display in the cockpit. Electronic accelerator and brake pedals, an interior pillar which provides structural rigidity and an ultrasound driver information system are further features being tested by Mercedes-Benz in the F 500 Mind. The DaimlerChrysler researchers will be using this pioneering vehicle to conduct the first practical tests of these innovative systems and pave the way for their commercialization.

A fascinating synthesis born of legend and innovation, the new SLR McLaren high-performance sports car will celebrate its Asian region debut in Tokyo. The modern-day incarnation of the legendary SLR racing sports cars from the Fifties features a supercharged V8 engine developing 460 kW/626 hp which propels the two-seater to 100 km/h in just 3.8 seconds. Like the Formula 1 vehicles, the SLR's body is built from carbon-fiber composites. Further highlights of the Mercedes presentation at this year's Tokyo Motor Show include the new CL 65 AMG, whose 450-kw/612-hp V12 biturbo powerplant produces a maximum torque of 1000 Newton meters, and the new 4MATIC E-Class models in which permanent all-wheel drive interacts with the Electronic Stability Program to provide exceptional active safety and traction.

F 500 research vehicle: a rendezvous with the future
With a body length of 5092 millimeters and a wheelbase of 2965 mm, the F 500 Mind offers a significant gain in legroom in the rear compared with a conventional present-day saloon in this class. This was made possible by using innovative-design electronic accelerator and brake pedals, which take up much less space than their conventional equivalents.

The multivision display in the cockpit of the F 500 Mind forms the centerpiece of an innovative instrumentation and control system which offers the driver more flexible information delivery and at the same time reduces fatigue. The dials and displays in the instrument cluster are programmable and their images can be optically superposed or combined with the aid of a semitransparent mirror. An advanced-design voice-operated control system and an ultrasound-based driver information system take convenience even further. The ultrasound technology targets the sound at the driver so that only he or she can hear the information from the navigation system, the traffic news and other sound-based information sources, while the front passenger and rear passengers remain undisturbed.

In the dark or in poor visibility, the innovative night vision system projects its images onto the right-hand display. The night vision system consists of two infrared laser headlights on the front of the vehicle which 'illuminate' the road with their invisible light over a range of up to 150 meters, and a camera on the windscreen. This allows the driver to spot hazards much earlier than in a vehicle operating on conventional dipped headlamps. Thus, Night Vision offers further opportunities for making night driving safer.

The drive system in the research vehicle is a state-of-the-art diesel hybrid unit with a total power output of 234 kW. In the European driving cycle, it uses up to 20 per cent less fuel than a comparable CDI engine.

SLR McLaren: cutting-edge technology for the Gran Turismo of the 21st century
With the new Mercedes-Benz SLR McLaren, the Stuttgart-based manufacturer and its Formula 1 partner McLaren pay testimony to their many years of experience in developing and producing high-performance sports cars. The two-seater with its distinctive swing-wing doors and styling elements from the Formula 1 Silver Arrow continues the glorious tradition of the legendary SLR racing cars of the 1950s.

The Gran Turismo of the 21st century consists almost entirely of carbon fiber composites (CFK). This light and yet extremely rigid material comes from aerospace technology and has also stood up to the rigors of Formula 1 racing. The high-tech material is around 50% lighter than steel. Yet at the same time, the carbon fibers provide four to five times better energy absorption than steel or aluminum in an impact. Adaptive airbags, newly developed kneebags and sidebags as well as belt tensioners round off the safety features.

Mercedes-Benz has also used new materials technology to manufacture the brake discs. Made of fiber-reinforced ceramic, they provide not only excellent resistance to fading coupled with a very long service life but also excellent deceleration in conjunction with the electrohydraulic braking system Sensotronic Brake Control (SBC™), features that bear strong witness to the Mercedes-Benz SLR McLaren's motor racing credentials.

In the interests of perfect dynamic handling and superior stability under braking, the new Mercedes-Benz SLR McLaren has been designed as a front-mid-engined sports car. Mounted on a sturdy aluminum frame, the high-performance V8 engine is set low to provide a low centre of gravity and enhance the agility of the car.

With a displacement of 5.5 liters, the supercharged engine develops 460 kW/626 hp. Its maximum torque of 780 Newton meters is available over a wide rev band, coming on tap at 3250 rpm and remaining constant up to 5000 rpm. This makes the SLR eight-cylinder version one of the most powerful engines in a series-produced road going sports car. The high-performance sports car takes just 3.8 seconds to get from 0 to 100 km/h, reaches the 200 km/h mark after 10.6 seconds and 300 km/h in 28.8 seconds. The top speed is 334 km/h.

Aerodynamic design with know-how from Formula 1 
In conjunction with McLaren, Mercedes-Benz has developed a highly sophisticated aerodynamic design to ensure that the exacting requirements made of such a high-performance car in terms of high-speed handling, stability and air-cooling are fully met. This aerodynamic design provides outstanding roadholding and, in turn, the safety that drivers have come to expect from Mercedes. As a result of extensive wind tunnel testing, the Mercedes-Benz SLR McLaren has a virtually flat underfloor section and features a special six-channel diffusor at the rear. Both are proven design features taken from Formula 1. They help ensure the airflow under the vehicle is virtually undisturbed and also generate downforce at higher speeds.

At the rear, the SLR generates additional downforce with an adaptive spoiler. At speeds of 95 km/h and higher, it automatically rises to a 10-degree angle into the wind and so increases the negative lift force on the rear axle. The spoiler also acts as an air brake: if the driver steps heavily on the brake pedal, the spoiler rises to an angle of 65 degree, not only providing increased aerodynamic drag but also shifting the aerodynamic centre of gravity further back. When braking from high speeds, this lends the SLR outstanding stability.

Mercedes-Benz F300 1997

The idea behind the F 300 Life Jet, presented at the 1997 Frankfurt Motor Show, was to combine the benefits of a motorbike with those of a car. Being able to lean into corners, to feel the power of the engine, and be closer to the elements: these are the trademark motorbike characteristics of the F 300 Life Jet. Its car-like properties include greater stability thanks to its three wheels, a roof, seat belts and air conditioning. In addition, it requires neither a helmet nor protective clothing. 

The most striking feature of this research vehicle was its unique Active Tilt Control, which was developed specially for the F 300 Life Jet and allows it lean into corners. It also featured specially developed tyres that allowed for such a large tilt angle. The chassis of the F 300 Life Jet was made of aluminium and weighed just 89 kilograms. The bodyshell was inspired by aeroplane design, as were the vertically opening front-hinged doors. In fine weather, the two roof sections could be removed and stowed in the boot, turning the F 300 Life Jet into a cabriolet. 

The headlamps' electronics were linked to the computer for the Active Tilt Control system and could thus switch on a special cornering light. The idea of headlamps that follow the line of the road can now be found in the Active Light System available on Mercedes-Benz cars such as the E-Class. 

The F 300 Life Jet was the first research vehicle to be designed completed by computer. As such, it also served to test a new design tool.
Three wheels, two seats and a jet-design body – these are the visual characteristics of a research vehicle with which DaimlerChrysler surprised the public at the Frankfurt Motor Show in autumn 1997. The F 300 Life-Jet is aimed at a market segment which does not even exist yet, namely the niche between passenger cars and motorcycles. A new species of vehicle could establish itself here which combines everything the modern motorist requires for the perfect driving experience: the fresh-air fun of a convertible, the individuality of a roadster, the performance of a sports car, the comfort of a compact car and – not least – the safety of a Mercedes-Benz. 
The F 300 Life-Jet offers all these attributes, and combines them with a further special feature which car drivers have previously lacked: the driving experience and cornering dynamics of a motorcycle. Accordingly this research vehicle reconciles seemingly contradictory characteristics: it is as safe and comfortable as a four-wheeled vehicle but as dynamic as a two-wheeler. 

Active Tilt Control (ATC) lies at the heart of the F 300 technology. This system is based on the lightning-fast interaction between electronics, hydraulics and mechanics: sensors register the current driving situation and continuously feed the onboard computer with data indicating the yawing and linear speed of the vehicle, the acceleration, the current steering angle and the position of the hydraulic cylinder which steers the front axle. On the basis of this information the computer calculates the necessary angle of body tilt and sends the relevant control signals to the hydraulic system. As a result, the F 300 Life-Jet adopts a precisely calculated angle of tilt when negotiating bends, which reflects the current driving situation and therefore offers the best possible resistance to overturning. At maximum speed, for example, the ATC computer allows only a very small amount of body roll and provides additional stability, but quickly allows the active control system to select a maximum angle of tilt of 30 degrees at non-motorway road speeds.

Cornering speed of a motorcycle

By means of this active tilt on bends, the F 300 developers are able to compensate a large proportion of the lateral forces which act on the vehicle and affect its resistance to overturning. The centre of gravity is shifted to the inside of the bend, substantially compensating the tendency to overturn and making high cornering speeds possible. The maximum lateral acceleration of the F 300 Life-Jet is 0.9 g – a level normally only reached by experienced motorcyclists. The loads acting on the occupants remain low, however. Owing to the tilting effect on bends, they only need to resist the centrifugal forces to a very small extent – an advantage that decisively improves ride comfort. 

The engine and transmission of the three-wheeled study are in a space-saving position between the interior and the rear wheel. The 1.6-litre power unit adopted from the A-Class has an output of 75 kW/102 hp and accelerates the F 300 Life-Jet from standstill to 100 km/h in just 7.7 seconds. The maximum speed is 211 km/h. This innovative three-wheeler therefore achieves the performance levels of much more powerful sports cars and roadsters.

Aluminium chassis with removable roof sections 

The chassis of the two-seater is made from aluminium and weighs only 89 kilograms. Special features of the body include an upward pivoting door on the driver's side, a rearward pivoting door on the passenger side and a fixed roof of aluminium and transparent plastic which makes the F 300 Life-Jet a genuine all-season vehicle. The two roof sections can be easily removed and stowed in a compartment above the rear wheel, converting the three-wheeled study into an open-top roadster. 

An innovative headlamp with three reflector areas and two bulbs provides maximum road illumination when negotiating bends. The headlamp electronics are linked to the ATC computer, pivoting the headlamp according to the body tilt and switching on a special cornering light when required. This increases the area illuminated by the dipped headlamp beam by more than 80 percent. 

New, space-saving neon lighting technology is used for the indicators, brake lights and side lights of the research vehicle. The driving lights are switched on automatically by a sensor when darkness falls or the vehicle enters a tunnel. Mercedes passenger cars have been equipped with this system since 1998.

Mercedes-Benz F100 Concept 1991

The F 100 research car caused quite a stir when it appeared at the 1991 North American International Motor Show in Detroit. With this particular study, DaimlerChrysler was hoping to provide inspiration for numerous aspects of future passenger car development, without losing sight in any way of the top-priority concerns of safety and comfort.

With the combined expertise of MBB, AEG-Telefunken and Dornier - all Daimler subsidiaries at that time - the research engineers of Mercedes-Benz succeeded in devising a car that was brimming with ingenious new ideas and design touches. Taking the interior, for example, the driver was not seated on one side as in conventional cars, instead the driver"s seat was placed in the safest position of all: in the middle. The idea for this novel seating arrangement stemmed from the finding that on average only 1.5 people are travelling in each passenger car. This statistical revelation led researchers to the conclusion that the safest place in the car should be reserved for the driver.

Spreading out before the driver was a cockpit which featured a colour monitor instead of an instrument cluster. As well as showing readings for road speed and engine speed, the monitor could also issue warnings when the tyre pressure was too low, the oil needed to be topped up or there was insufficient washer fluid in the reservoir, for example.

The F 100 could carry five people in all, with two rows of seats in the rear of the saloon offering ample space for four passengers. A clever new door concept was developed for convenient access and egress: special hinged pivoting doors were devised for the front, which used an elaborate hinged mechanism combined with two servo units to swing the door up away from the floor. At the rear of the car could be found pivot-and-slide doors, whose light operating mechanism was controlled by an electrically powered servo system in similar fashion to the front doors. This servo function can be found today in various models from Mercedes-Benz.

The electrical energy required to operate this modern-day "Open Sesame!" door opener was drawn from solar collectors mounted on the roof of the F 100. Covering an area of two square metres, this solar "sail" could generate 100 watts of power which was continuously fed into the vehicle"s electrical system, paving the way for the inclusion of further features too. If the car was left parked with the summer sun beating down on it, for instance, the electronics would use the solar power to actuate a mini blower, which would then expel the hot air that had built up inside the car into the atmosphere. Since 2002, this very same function has been offered as a convenience feature for the Mercedes-Benz E-Class.

Once safely seated inside the car, the driver could concentrate on the task at hand. There was no need to preoccupy himself with adjusting the seat and mirrors to the correct position, that was all taken care off by a small magnetic smart card, a data carrying device that doubled as the vehicle"s ignition key. The magnetic strip on the plastic card stored personalised driver data, which was used by the onboard computer to adjust both seat and mirrors into the correct position with the assistance of servo motors. Some years later, the F 200 Imagination appeared featuring a refined version of the smart card system, which went on to celebrate its series production premiere in the Mercedes-Benz S-Class in 1998.

Mercedes-Benz E500 Avantgarde 2004

2004 Mercedes-Benz E500 Avantgarde in Pristine condition.With Seven Speed semi-automatic gear box.One Fastidious owner from New with Full Benz History and Receipts.All Factory options which include.Duel Airbag Package Anti-lock Branking Auto Climate Cont with Duel Temp Zones 18 Inch Alloy Wheels Brake Assist Cruise Control Compact disc player Central Locking Remote Control Electronic Brake Force Distribution Electronic Stability program Fog Lights head Airbags Engine Immobiliser Leather Upholstery Multi Function Steering Wheel Metallic Paint Power front seats Power Mirrors Power Steering Power Sunroof Power Windows Radio Compact Disc Player Side Airbags Satellite Navigation Seat belt pre-tensioner Sound System with 10 Speakers Traction Control System Wood Grain Trim.Very Desirable colour Combination Black on Black.This Model E Class is Arguably the Best Model ever Produced by Mercedes-Benz.With its Surprising Agility & Supreme Comfort.Always Garaged and Hand Washed Weekly by Owner.No Smoking or Eating Ever in car.Genuine low Kms.Number plates not included.New Car Price $170,000.All Inspections welcomed but no time Wasters please.Drive away price $84,990

Mercedes-Benz E500 AMG

Does the 2005 Mercedes-Benz E500 sedan have an identity crisis or a dual personality? One one hand, it's a luxurious upper-mid level executive luxury sedan with all of the considerable heritage of a Mercedes-Benz; on the other, it's a rip-snorting, V8-powered muscle car with handling and brakes to complement its' engine's 302 horsepower, and a new seven-speed transmission to make the best use of that power. After due consideration, and a week in the driver's seat, my feeling is that it has neither an identity crisis nor a split personality. Although it is too luxuriously-appointed to be a traditional luxury sedan, and far too comfortable to be a standard sports sedan, it is exceptionally well-integrated and civilized. It's refined, not brash. To anthropomorphize, becoming acquainted with the E500 is like discovering that the genteel and apparently mild-mannered gentleman in the airplane seat next to yours is in fact a champion race driver, or perhaps a hypersonic test pilot. Appearances can be deceiving. 

The E500 stands at the top of the regular E-Class sedan lineup, which also includes the V6-powered E320 and new-for-`05 E320CDI turbodiesel. All share most styling cues, although the gasoline-powered sedans may be had with the ``AMG Sport Package,'' which adds the lower body panels, larger wheels, and ultra-low profile tires of the limited-production E55 AMG. And, yes, for those with a need for (extreme) speed and the budget to match, there is the E55 AMG, supercharged to 469 horsepower and 516 lb-ft of torque. 

I'm sure the E55 is a worthy successor to a Mercedes-Benz heritage of supercharging that goes back to the all-conquering ``Silver Arrow'' Grand Prix cars of the 1930s, but the E500 is plenty sporty, and fast and luxurious. in its own right. ``Value'' is not a word typically associated with the over-$50,000 luxury car segment, but it does apply here. Like all high-performance German Autobahn cruisers, its ultimate abilities are far beyond American speed limits and traffic. That means that here, there is a tremendous amount of reserve, and the car can happily loaf along smoothly and quietly at highway speeds. Or, on more interesting roads, it can keep a sports car pace in unruffled comfort. Think of it as a triathlete in a European designer suit. 

APPEARANCE: Mercedes-Benz styling has been getting progressively more informal over the years, and the evolution of the core E-Class illustrates this. From the mid-1950s through the mid-1990s, Mercedes-Benz sedans were squarish, blocky, and formal - fitting transportation for conservative money. But the world was changing, with new competition and younger buyers, and the 1996 E-Class was a radical departure in styling, with softer, more rounded lines. But, suddenly, it looked as angular and severe as its immediate predecessors when the current generation debuted two years ago. A more swept-back nose, thinner A- and D-pillars in the passenger cabin greenhouse, a longer and more sloping rear window, and a decided wedge shape with the rear fender line much higher than the front gives it a look more like a performance coupe than a formal sedan. It looks smaller than its predecessor, even though it is slightly larger in nearly all dimensions. Some styling cues familiar from the previous E-Class - such as the quad oval headlights, which give shape to the top of the front fenders, and of course the three-pointed star hood ornament - continue. The traditional Mercedes-Benz sedan grille gets ever lower and wider, converging with that of the company's coupes. At the rear, huge wraparound taillights ensure style and visibility. 

COMFORT: Executive boardroom, electronically speed-limited to 130 mph. The E500's interior speaks gently of upper-class luxury, with an elegant design and first-rate materials. But its rounded, flowing style is not the knife-edged Teutonic asceticism of years gone by, it's a uniquely Mercedes-Benz take on contemporary design. Room has increased since the last generation, which wasn't exactly cramped. Ten-way power front seats are standard, with simple iconic switches - a Mercedes-Benz innovation many years ago - for adjustment. A similarly self-explanatory switch controls the power mirrors. If greater comfort is desired, ``Dynamic Drive'' seats with self-adjusting air bladders that provide extra support in cornering are available, as are ventilated seats. Rear seat room is at least business class if not the first class of the larger S-Class, with very good room and comfort. A huge trunk adds convenience. The driver benefits from a well-designed instrument panel, and the ``Comand'' telematics/system control system interface has been simplified to be almost intuitive. Everything expected to be power-operated is, and both a regular tilt-and-slide sunroof and the all-glass ``Panorama Roof'' are available. 

SAFETY: The 2005 Mercedes E-Class has a strong chassis structure with large front and rear crumple zones, adaptive airbags, a rollover sensor that can deploy side windowbags, and ``Tele Aid'' telematics to summon help in the event of a severe accident. ESP stability control, traction control, and antilock brakes with Brake Assist are all standard. 

RIDE AND HANDLING: All E-Class models share a new chassis structure that is both more rigid than that of the previous generation and lighter, thanks to the use of lightweight materials. The hood, front fenders, trunk lid, and suspension subframes are aluminum, as are numerous suspension pieces. There is increased structural use of high-strength steel as well. The design and construction helps the ride comfort and handling of all E-Class models, but the E500 and E55AMG have a special trick as standard equipment - Airmatic DC (Dual Control) semi-active air suspension, derived from that used in the premium S-Class. The air springs and shock absorbers use electronic sensors and and computer-controlled actuation to match suspension response to road conditions, driving style, and cornering force. There are four manually-selectable modes: ``Comfortable'' is just that, a little soft, but well-controlled in the manner of a European luxury car. ``Sport 1'' is a touch firmer. ``Sport 2'' was my default setting, firm for good cornering behavior but supple enough for the sport-luxury comfort appropriate to the E500's V8 power. There is also an automatic ride-height adjustment mode, meant for use with chains in the winter or on severely bad roads, where extra suspension travel is necessary. 

PERFORMANCE: The E500's namesake three-valve-per-cylinder, single overhead cam, aluminum alloy 5.0-liter V8 puts out 302 horsepower at 5600 rpm, and more importantly, makes its maximum of 339 lb-ft of torque from 2700 through 4250 rpm. Can you say ``strong midrange?'' It packs quite a kick, and both response and fuel economy are assisted by a seven-speed automatic transmission. Having seven, instead of the more common four or five gear ratios allows lower low gears for better acceleration, higher high gears for more economical high-speed cruising, and keeps the engine operating at its most efficient speeds more of the time. It feels seriously underemployed at any US-legal speed, but if instant acceleration is necessary for accident or frustration avoidance on the highway, it's there. With four-piston floating front brake calipers grabbing large vented discs, and single-piston floating rear calipers on solid rotors at the rear, the E500's deceleration is as impressive as its acceleration.