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.
Subscribe to:
Posts (Atom)