Video: 2012 Mercedes SLK Spy Video

The future Mercedes Benz SLK has been caught on video. Set to be revealed in 2012, the new SLK will feature the usual naturally aspirated and turbocharged petrol engines, but also a turbo diesel engine. The AMG version will get a new twin-turbo 3.5-liter V6 with 470hp.

Mercedes-Benz to offer 58 BlueEfficiency models by end of 2009

Green isn't always green - sometimes it's blue. Or at least that's what Mercedes-Benz wants us to think when we think of efficient, environment-friendlier motoring. And to help back up Mercedes' claim to being one of the cleanest luxury carmakers, it has announced it will have 58 BlueEfficiency models on the market by the end of the year, including the new additions to the E-Class range revealed yesterday.

Like BMW's EfficientDynamics tag, the BlueEfficiency name is used to demarcate cars that combine a range of efficiency-enhancing design features and materials to yield a completely conventional car that's nonetheless up to 23% more efficient than a typical vehicle.

"The success of this concept is clearly demonstrated by the new E-Class, which combines state-of-the-art engines and the world's best cd value in this vehicle class with further targeted vehicle optimization measures, including lightweight design and intelligent energy management," said Dr. Thomas Weber, Daimler board member for group research and development for Mercedes-Benz cars.

BlueEfficiency shouldn't be confused with the emissions-enhancing diesel BlueTEC technology, though more of those will be joining the ranks as well. Already the GL, M and R-Class vehicles are on the U.S. market, and will soon be joining the European Mercedes fleet.

The next step forward is the hybrid, however, and the S400 Hybrid claims the title of the most fuel efficient luxury sedan with a gasoline engine at 29.8mpg US (7.9L/100km) in the combined European cycle. Joining it in the lineup is the ML450 Hybrid, itself rated at 21mpg city and 24mpg highway (11.2 and 9.8L/100km, respectively.

These three elements highlight the core aspects of Mercedes' strategy for efficiency: applying technology to the problems of fuel consumption and pollution.

Looking to the future, Mercedes has plans to make advances in electric vehicles and fuel cell technology that promise to completely offload the emissions generation process to electrical energy or hydrogen storage plants, which by their design nature can more efficiently process and treat the harmful by-products of the energy generation process. An early preview of what an electric Mercedes will look like can be found in the shape of the recently announced SLS AMG Electric.

Six Truths To Get You Cheap Car Insurance

All drivers want cheap car insurance. After all, who wants to pay more for a product that is being sold cheaper somewhere else? While it certainly would be optimal to call one insurer and expect them to offer the least expensive rates, it is unlikely for such a random occurrence. Not every company is dedicated to giving out low rates, and so the great search begins. When looking to buy really cheap auto insurance, all consumers should know there isn’t one flat out cheapest insurer out there. Breaking down all the ways a driver can attain inexpensive rates makes sense and shows just how any driver can get cheap rates.

Scenario: Your friend just told you how excited she is to finally be getting her auto insurance at a cheap rate, but doesn’t tell you how much she’s paying. You grimace and wish it was you getting the deal. You quickly change the subject to avoid anger.

Truth #1: This friend hasn’t come clean with everything she has put into finding this cheap rate, and there are many possible explanations as to why. The first aspect to focus on is, did she compare her new found rate with what other companies offer? If not, there’s a good chance she’s not getting the lowest rate possible. Completing a thorough comparison of local companies will ensure you aren’t missing out on cheaper auto insurance. Using our comparison tool, you can compare at least four local companies’ prices to each other.

Truth #2: What is your friend’s driving record like? It is possible that she has been given a low rate as a reward due to good driving. Even receiving just one traffic violation ticket will cause a driver’s insurance rate to go up, and causing an accident will cause an even higher rate. Perhaps her record has fewer errors than your record. How many tickets and accidents have you had in the past year or two? A spotless (or close to it) driving history indicates to the insurer the driver is a safe one and has a low risk of ever needing to file a claim. The insurer will give this safe driver a cheaper insurance rate.

Truth #3: The personal status of your friend could also play a factor. Is she under 25 years of age or older? Are you male or female? Is she married? As random as these may seem, they play a large role in paying a low price to insure a vehicle. Young drivers will always pay a high price for insurance, because they typically file more claims than older drivers. Around the age of 25 years is when the insurance companies start to lighten up on pricing. And, it’s true that males will pay more for their insurance than females. Males, especially younger males, statistically are involved in more reckless behavior than their female peers. Finally, married drivers pay less for insurance than single people do. They’re more cautious with or without their spouse in the vehicle as they drive.

Truth #4: Are you and your friend neighbors? If so, then you will have that same thing going for you. If you are not neighbors and live in another town, there is a good chance that this will affect your ability to find a cheap rate. Insurance companies use your residential dwellings as part of their process to determine your rate. Living in a town or city with high crime will only get you high rates, and if your friend lives in a low crime area, then you can be sure that this attributed to her low rate.

Truth #5: What kind of car does your friend drive in comparison to you? And how often does she drive it? Your vehicle information plays another role in the ability to get cheap insurance. An expensive car will be more expensive to insure, while a modest car may not be quite so much. This is because a luxury car also costs more for the insurance company to repair or replace. Cars with safety features will be qualified for discounts, compared to cars that are too old and weren’t equipped with the latest safety features.

The second part to this truth is the number of miles put on the car during the calendar year. Think about the relationship between traveling a high number of miles and accidents. The more a driver is on the road, the higher the chances of being involved in traffic incidents. Therefore, it costs the driver less to insure a vehicle that doesn’t drive very often.

Truth #6: How much coverage did she purchase? Purchasing only the state minimum requirements will definitely get you the cheapest rates, but it may not be the coverage you desire. Your friend may have only purchased this minimal amount while you are carrying full coverage. Cheaper insurance in terms of how much coverage is purchased may backfire if there is ever a major accident. Usually minimal coverage will not cover the expenses involved in a major accident, especially if you are at fault. There are medical bills and property repairs (possibly of both parties) that would need to be taken care of. Some states only require drivers to purchase $10,000 of property damage, but the total cash value of some of the cars on the road today are far more than that amount. However, the final decision of coverage purchased is decided by the policyholder, usually according to their budget.

Don’t get in the habit of comparing your car insurance policy to someone else’s policy, especially when all of these factors between the two policyholders are different. The only comparing that should be done is by insurer to insurer for the policy you want to purchase. Who offers the lowest price for the coverage YOU want? Check out our comparison tool on our homepage or at the top of almost any page on our site by entering in your local zip code. We pride ourselves on our ability to get any driver the cheapest car insurance in town.

Source: Car-insurance.onlineautoinsurance.com

Review:2011 Mercedes-Benz SLS AMG

The Mercedes-Benz SLR McLaren, which debuted in 2003 and is wrapping up production this year, was a car as convoluted as its name. The unhappy child of bickering parents, the SLR came out too heavy, too big, and too unprofitable. Now that the Mercedes-Benz/McLaren marriage has dissolved, both sides are coming to their senses. For McLaren, that means developing a lightweight, mid-engine supercar codenamed P11, a car you'll be reading about here soon. For Mercedes-Benz, it means going back to its sports car roots with another Gullwing, the SLS AMG.

Inspired by the 300SL coupe of the 1950s, this new SLS also has the bobbed tail, football-shaped grille, and bottom-mounted door handles of the original. Where it differs is, well, pretty much everywhere else. Indeed, AMG boss Volker Mornhinweg says the SLS is no simple homage. “We did not build a retro car at all,” he says. “It is the most advanced supercar you can find today!” The SLS is 182.7 inches long and rides on a 105.5-inch wheelbase, figures roughly equivalent to those of the Lamborghini Murciélago LP640. The entire car is constructed out of aluminum; the space frame weighs just 530 pounds.

Reengineered Engine, All-New Gearbox

Climbing into the driver’s seat of the new SLS AMG is surprisingly straightforward—the sill is easier to clamber over than the old 300SL’s—but you’ll need every inch of your left arm to reach the strap you tug to close the gullwing doors. The view out the front is dominated by the loooong hood, which provides shelter to the heart of the reborn Gullwing: a 6.2-liter, AMG-built V-8. Known internally as the M159 engine, the SLS’s V-8 is a reengineered version of the M156 V-8 found in the C63, E63, and S63, among others. The M159 has an all-new magnesium intake with individual velocity stacks, a reworked valvetrain, and revised camshafts. The tubular steel headers are further optimized for flow, and the exhaust system is similarly changed. Output stands at 563 hp at 6800 rpm and 479 lb-ft of torque at 4750 rpm. The engineers also switched to dry-sump lubrication in order to mount the engine very low in the chassis, which imparts a lower center of gravity, and the entire mill sits behind the front-axle line.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe

ESTIMATED BASE PRICE: $175,000

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection

Displacement: 379 cu in, 6208cc
Power (SAE net): 563 bhp @ 6800 rpm
Torque (SAE net): 479 lb-ft @ 4750 rpm

TRANSMISSION: 7-speed dual-clutch automated manual

DIMENSIONS:
Wheelbase: 105.5 in Length: 182.7 in Width: NA Height: NA Curb weight (C/D est): 3600 lb

PERFORMANCE (MFR’S EST):
Zero to 60 mph: 3.8 sec
Top speed (governed): 196 mph

The V-8 hooks to an all-new, seven-speed dual-clutch gearbox integrated into a rear-mounted transaxle. The connection is made via a carbon-fiber driveshaft housed within a torque tube, which ensures a very rigid link between engine and transmission. There are four driving modes: Controlled Efficiency, Sport, Sport Plus, and Manual. The Race Start launch-control mode guarantees neck-snapping starts, and the stability control is selectable to on, off, or Sport.

It’s as Incredible to Drive as You Imagine

Once the engine is ignited—via a button on the dash, naturally—it idles with a deep thrum. Toe the throttle a bit, and the revs gather quickly, as in a race engine, and the aural accompaniment becomes more metallic in tone. Lift the throttle, and engine speed drops as quickly as it rises. Floored from a stop, the acceleration is nothing less than explosive: Mercedes claims a 0-to-62-mph time of an astonishing 3.8 seconds. (Mercedes estimates are notoriously conservative.) The engine note under load is a throaty war cry that changes into a sort of zinging buzzsaw above 4500 rpm. The engine response above 6000 rpm is as direct as any we’ve ever felt—and that includes the Ferrari F430’s masterful V-8. Top speed is governed at 196 mph.

The SLS understeers slightly on corner entry, but the optional carbon-ceramic brakes, immediate throttle response, and talkative steering—perhaps the sharpest rack ever to be fitted to a Mercedes road car—make repositioning the car a snap. Give it mid-corner throttle, and car gently transitions to easily controllable oversteer. The SLS is wonderfully neutral (helped by the near-ideal 48/52-percent front-to-rear weight distribution), and sitting so close to the rear axle means you can easily determine what the car’s doing and take immediate action. It is mind-blowingly simple to drive the SLS quickly.

High exit speeds are aided by a mechanical limited-slip differential that offers 30 percent lock under load; it provides 60 percent lock under deceleration. Grip is high, to say the least, thanks in part to the Michelin Pilot Super Sport tires developed especially for the SLS. They measure a beefy, 295/30-19 in the back and 265/35-19 up front. Suspension is by forged aluminum wishbones all around, and a wide track (66.1 inches in the front and 64.9 inches in back) imparts stability. The coupe will eventually spawn an SLS roadster and the SLS eDrive, which is a fully electric version that replaces the raucous V-8 with lithium-ion batteries and four individual electric motors.

The new Gullwing is incredible; even in this prototype form, it is clearly every bit the driver’s car the SLR wasn’t. We won’t be able to afford an SLS when it goes on sale next spring—unless it’s a ’95 Cadillac SLS that pops up on eBay—but those with the means will be able to nab one for $175,000 or so. We’re already green with envy.

Source: Caranddriver.com

Spy Photos:Mercedes Benz SLK caught at the Nurburgring

The SLK roadster has served Mercedes Benz well over its life since introduction in 2004, and like all cars its once-cutting-edge design has become somewhat tired, despite a mid-cycle facelift. An all-new SLK is in the works, however, and it's been spotted testing in the still-wintry German weather.

Aside from the car's general proportions not much is clear thanks to generous slabs of camouflage cladding. Nevertheless, the car's LED daytime running lights, common to all of Mercedes' most recent models, are obvious. The door-mounted side mirrors stand out further on thinner stalks than the outgoing model, while the general proportions of the car with the top up seem to reflect a longer hood and more rearward seating position.

The sharper angle between the rear of the hard top and the rear deck area also mimics the 2010 SLC to a degree, though the real design cues shared with that car are expected to be located around the front fascia. At any rate, it's clear that Mercedes has dumped the controversial front end of the current models for something new.

Powertrains expected for the next-generation SLK include the 2.2L four-cylinder diesel found in the current C250 CDI. Rated at 204hp (152kW) and 369lb-ft (500Nm) in its C-Class application, the engine would be sporty, but whether Americans would find it palatable is an open question. Mercedes has discussed bringing diesels to the U.S., but in the GLK and C-Class, not a sporty model like the SLK.

Petrol engines featuring evolutionary developments on the current range are expected, though there is also talk of a possible twin-turbo 3.5L V6 generating over 470hp (350kW) for an AMG version. More details and specifics will emerge as the car moves forward in its development cycle.

The next-generation SLK is expected to make its debut in late 2010. Pricing for the current model starts just under $46,000 in the U.S., and the next model is expected to stay near that mark.

2010 Mercedes-Benz E63 AMG

The new Mercedes-Benz E 63 AMG fulfils its role as the powerful, top-of-the-line E-Class model with effortless superiority. The exterior design conveys presence, precision and typical Mercedes dynamism. Functional sportiness, top quality and consummate business class comfort combine in the interior. In short: it comes across as sporty without being showy.

Dominant, masculine, dynamic – take a look at the new E 63 AMG and you instantly get a sense of these three attributes. The distinctive wings immediately catch the eye in the front section of the high-performance saloon. They are 17 millimetres wider on each side to accommodate the new front axle with its larger track width and the 255/40 front tyres.

The striking AMG front apron is an integral part of the characteristic AMG bodystyling. A central air intake and two side apertures provide an efficient supply of fresh air to the cooling module placed behind. The side air vents in the front apron serve to expel the hot air from the oil coolers. The AMG-specific LED daytime driving lights are another eye-catching detail. In conjunction with the optional Intelligent Light System, the E 63 AMG is equipped with tinted bi-xenon main headlamps.

From the side, the eye is drawn to the 18 or 19-inch AMG light-alloy wheels as well as the "6.3 AMG" lettering integrated stylishly into the wings; this lettering is testimony to the powerful eight-cylinder powerpack under the bonnet. The side sill panels pick up the sweeping line of the spoiler edges on the front apron, extending it through to the AMG rear apron – the same line also emphasises the saloon's width: the two newly designed chrome-plated twin tailpipes of the AMG sports exhaust system, the characteristically black insert and the overlying light-catching contour provide further visual highlights on the muscular rear section.

Sporty and high-grade interior ambience

Luxurious quality, high-grade materials, consummate business class comfort combined with a noticeable degree of dynamism and sportiness – the interior of the E 63 AMG in a nutshell. Dedicated, newly developed electrically adjustable, heated AMG sports seats and AMG badges await the driver and front passenger. All the seats, armrests and door centre panels are trimmed in exquisite leather, the seat centre panels with perforated leather. Three different appointment colours are available: black, mocha brown/almond beige and reef grey/alpaca grey. The perfect finishing touch comes courtesy of the black ashwood trim.

The AMG sports steering wheel in a four-spoke design with a 385-millimetre rim is trimmed with perforated leather in the specially moulded grip areas. Gear selection can be performed manually by means of the AMG aluminium shift paddles with "up" and "down".

AMG main menu and AMG DRIVE UNIT

Behind the steering wheel lies the equally new AMG instrument cluster with a 320 km/h speedometer scale and silver-coloured backplate. The five classic dial instruments come with a new look, red needles and all-new lettering. AMG lettering adorns the speedometer while "6.3 V8" lettering adds a special touch to the rev counter. The AMG main menu is integrated into the central display of the speedometer, which can be operated conveniently using the multifunction buttons on the AMG sports steering wheel. The three modes "Warm Up", "Set Up" and "RACE" keep the driver well informed: "Warm Up" indicates the engine oil and coolant temperature, "Set Up" indicates the current ESP® mode, the suspension setting "Comfort", "Sport" or "Sport Plus" and the transmission mode "C", "S", "S+" or "M". In "RACE" the RACETIMER is ready; this allows the driver to record lap times on private racing circuits.

The AMG DRIVE UNIT, which is familiar from the SL 63 AMG, is angled towards the driver and enables individual settings to be selected for the MCT sports transmission, the ESP functions, the suspension set-up and the AMG drive modes. A completely new feature for the DRIVE UNIT comes in the shape of the AMG E-SELECT selector lever in the centre console. The driver can shift directly between R, N and D simply by nudging the lever, all thanks to drive-by-wire, Briefly pressing the P button is sufficient to activate the parking lock.

The wide range of standard equipment includes (selection):

• Adaptive brake lights
  
  
• AMG door entry sills in brushed stainless steel
  
  
• AMG sports pedal cluster in brushed stainless steel
  
  
• Child Safety package
  
  
• THERMOTRONIC automatic climate control
  
  

The wide range of optional extras includes (selection):

• COMAND APS
  
  
• DAB – digital radio
  
  
• Driving Assistance package
  
  
• Rear-seat entertainment system
  
  
• Speed Limit Assist
  
  
• Intelligent Light System
  
  
• KEYLESS-GO package
  
  
• Heated steering wheel
  
  
• Media interface
  
  
• Memory package
  
  
• Night View Assist Plus
  
  
• PARKTRONIC incl. Parking Guidance
  
  
• Tyrepressure monitoring system
  
  
• Reversing camera for PARKTRONIC
  
  
• Heated/climatised seats
  
  
• Sun Protection package
  
  
• Lane Tracking package
  
  
• Surround-sound system
  
  
• TV tuner
  
  

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 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 (365 mm) in a three-spoke design
  
  
• Roller blind for rear window
  
  

The high-quality interior ambience of the E 63 AMG can also be substantially enhanced with the AMG Exclusive package. It includes:

• Nappa leather appointments for the AMG sports seats, top section of the dashboard, the beltlines, the door armrests, the centre console and door centre panels
  
  
• Roof liner, 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 (restriction of top speed to 300 km/h, attendance at driver training at the AMG Driving Academy, AMG spoiler lip and roller blind for rear window)
  
  
• AMG floor mats
  
  

New designo range for the E 63 AMG

The new designo range for the E 63 AMG, which will be available from the end of the year, offers further individualisation options. The designo colour chart includes a total of ten eye-catching colours, including three new matt finishes: designo magno platinum, designo magno allanite grey and designo magno cashmere white. Nine different single-tone designo leather upholstery options and three designo trim elements are available in the interior.


Safety: "Intelligent" partner thanks to unique combination of assistance and protection systems

For more than 50 years, the E-Class Saloons and their predecessors have been the acknowledged trendsetters in the field of automotive safety. The new top-of-the-line E 63 AMG model continues this tradition with an unrivalled combination of the very latest assistance and protection systems whose concept and development are based on what actually happens during accidents.

The systems turn the E-Class into an "intelligent" partner that is able to see, feel, respond reflexively in dangerous situations and act autonomously to prevent accidents or mitigate their effects. With this concept the new E 63 AMG not only protects its own occupants, but also contributes greatly to the safety of other road users.

The new E-Class is the first car in the world to be equipped with headlamps which adapt to the traffic situation and respond automatically to provide the best possible road illumination in a given situation and avoid dazzling other road users. The optional Adaptive Highbeam Assist uses a camera on the windscreen to recognise oncoming traffic and vehicles in front and to control the headlamps so their beams do not reach the other vehicle. The range of the dipped headlamp beams can be extended from the current 65 to as much as 300 metres. If the road ahead is clear, the system performs a gentle transition to high beam. Mercedes-Benz offers this new system in a Light package that includes bi-xenon headlamps, the Intelligent Light System and LED daytime driving lights.

The Lane Tracking package for the E 63 AMG includes Blind Spot Assist familiar from the S-Class, and as a new development, Lane Keeping Assist which seeks to prevent the vehicle from leaving the road unintentionally. When the system recognises that the car is drifting from its lane, the driver is prompted to take countersteering action by three brief but unmistakable vibrations of the steering wheel. The images from the windscreen camera are also used by the new, optionally available Speed Limit Assist, which recognises speed limit signs as the car passes them, then displays the relevant speed limit in the speedometer.

Night View Assist Plus is now also available as an optional extra for the E 63 AMG. Mercedes-Benz has improved this system with a special pedestrian detection function: as soon as Night View Assist Plus recognises pedestrians ahead of the car, they are highlighted in the onboard display to provide a greatly enhanced warning effect.

Detection of drowsiness based on 70 parameters as standard

Thanks to an innovative technology, the new E 63 AMG is very sensitive to its driver's attention level, and warns him or her of drowsiness in good time. This new ATTENTION ASSIST drowsiness detection system, which is standard equipment, is equipped with highly sensitive sensors that continuously monitor more than 70 different parameters. Observing the driver's steering behaviour has proved to be a particularly strong indicator: several years of practical research by Mercedes engineers have shown that drowsy drivers make minor steering errors which they often correct very rapidly in characteristic ways. These corrections are recognised by a highly sensitive steering angle sensor.

Automatic emergency braking when a collision is imminent

The well-proven, radar-based assistance systems from the S-Class are now also optionally available to E-Class customers. An enhanced long-range radar sensor now has a range of 200 metres (previously 150 metres), and is able to monitor the mid-distance so that dynamic events such as a vehicle ahead suddenly pulling out to overtake can be detected even more effectively. The two wide-angle short-range radar sensors, which have a range of around 30 metres, continue to be included in the system.

The radar-supported systems are able to assist the driver with emergency braking. Their sensors are linked to the BAS PLUS system, which automatically calculates the braking pressure to prevent a collision in critical situations. The driver is given an audible and visual warning at the same time. When the brake pedal is pressed, the system immediately provides the calculated level of braking assistance.

If the driver fails to respond to the warnings, the radar system first initiates partial braking action. As a second stage, if there is still no driver response and a collision is unavoidable, emergency braking is initiated. This can reduce the severity of an impact considerably as the system can be regarded as a kind of "electronic crumple zone".

Seven airbags and PRE-SAFE® as standard

During the course of its development, the new E-Class was subjected to more than 150 high-speed crash tests. The crumple zone principle invented by Mercedes safety pioneer Béla Barényi has been continuously honed by the engineers in Sindelfingen. The front-end deformation zone of the E-Class acts on four independent levels, and is even more effective than before. The increased use of extra-high-strength steel alloys also helps to ensure that the bodyshell is able to withstand high impact forces. Around 72 percent of all the body panels are made from these high-tech steels – yet another unrivalled figure in passenger car development.

With seven airbags as standard, belt tensioners, belt force limiters, crash-responsive head restraints and ISOFIX child seat attachments, the E 63 AMG has even more extensive safety features than the preceding model. Another standard feature is the unrivalled anticipatory occupant protection system PRE-SAFE®. In potentially hazardous situations this reflexively activates precautionary protective measures for the vehicle occupants, so that the seat belts and airbags are able to fulfil their protective function to the full during an impact

Mercedes Benz Cars Worldwide Sales Drop 6.7 Percent In June 2009

Daimler AG is reporting that in the month of June 2009, sales at their Mercedes-Benz Cars division dropped to 111,300 new units, a decrease of 6.7 percent when compared to last year's June figure of 119,300 new units. As a result, worldwide sales of the Mercedes-Benz, Maybach and smart brands now total 544,400 new units through the first six months of the year, a decrease over last year's six-month YTD total of 18.5 percent.

Individually, sales at Mercedes-Benz dropped 5.4 percent to 100,300 units in June – this compared to 106,000 units last year. At smart, the brand noted a more substantial decline, with sales of the compact fortwo totaling 11,000 new units – down 17.1 percent when compared to the prior year.

To learn more about the worldwide sale of Mercedes-Benz Cars in June 2009, keep reading for the official press release.

Enjoy ladies and gentlemen.



OFFICIAL PRESS RELEASE


Mercedes-Benz Sells 100,300 Passenger Vehicles in June, Continuing Positive Momentum of Previous Month

• Sales decline cut by more than half compared to May
  
  
• Vehicle inventories at the end of the second quarter below original target level
  
  
• Mercedes-Benz once again sets new record for sales in China
  
  

Stuttgart – In June, Mercedes-Benz Cars sold 111,300 Mercedes-Benz, AMG, smart, and Maybach brand vehicles (June 2008: 119,300) worldwide (minus seven percent). Despite ongoing market difficulties, a total of 100,300 Mercedes-Benz brand vehicles were delivered to customers worldwide in June (June 2008: 106,000; minus five percent). Mercedes-Benz thus continued the positive trend from the prior month, and succeeded in cutting its sales decline by more than half compared to May. This development was in part due to the successful launch of the new E-Class, which remained the global market leader in its segment in June. In addition, sales of Mercedes-Benz models recovered noticeably in many Western European markets, while also continuing to develop positively in China.

“The development of sales in June exceeded our expectations,” said Dr. Klaus Maier, Executive Vice President Sales and Marketing Mercedes-Benz Cars. “By the end of the second quarter of the year we had reduced our inventory and the inventory at the dealerships to the lowest levels in years. As a result, our inventories at the end of June were even lower than our original targets. We expect to see our sales stabilize in the second half of 2009.” The contributing factors will include the introduction of the new E-Class sedan and the E-Class coupe in important markets such as the U.S. and China, the new generation of the S-Class, the launch of the E-Class station wagon, and efficient, high-volume engine variants in models like the C-Class.

Mercedes-Benz remained the market leader in Germany in the premium segment in June, with 30,100 vehicles sold, a result that matches last year´s level of sales (June 2008: 30,500). In addition to the new E-Class, positive sales development on the brand’s home market was recorded in the A-Class and B-Class segment in June, with sales increasing by 14 percent to 11,300 units (June 2008: 9,900). Worldwide deliveries in the compact segment rose eight percent to 22,900 A-Class and B-Class models (June 2008: 21,300). Sales of the smart fortwo on the German home market were also up, having increased by seven percent to 16,700 units since the beginning of the year (January – June 2008: 15,600). A total of 61,100 customers worldwide purchased the innovative two-seater since the beginning of the year (January – June 2008: 68,900; minus 11 percent).

Mercedes-Benz outperformed the market as a whole in Spain, France, and the UK in June, while boosting market shares. Deliveries in the difficult market environment in the UK were at the same level as in June 2008, totaling 7,400 vehicles. Also at the same level compared to last year were sales in Italy, where Mercedes-Benz delivered 5,000 units in June. In France, the brand posted a sales increase of two percent to 6,100 units (June 2008: 6,000).

Mercedes-Benz continued its dynamic growth in the emerging markets of China and Brazil in June. Sales in China once again reached record levels last month, increasing by 34 percent to 4,900 vehicles (June 2008: 3,700). Mercedes-Benz is the fastest-growing premium brand in China since the beginning of the year. The B-Class, which has been available in China since January, and the smart fortwo, which was launched in the country in April, are both a big hit with Chinese customers. In Brazil, sales of Mercedes-Benz models have increased by 44 percent since the beginning of the year, to 2,300 units (same period last year: 1,600 units).


Overview of Sales by Mercedes-Benz Cars

	June 2009	% change	January - June 2009	% change
Mercedes-Benz	100,300	-5.4	483,300	-19.3
smart*	11,000	-17.1	61,100	-11.3
Mercedes-Benz Cars	111,300	-6.7	544,400	-18.5
Western Europe	69,300	-3.8	323,000	-18.8
- of which Germany	33,100	-1.3	147,700	-12.5
NAFTA	19,500	-22.4	109,500	-25.1
- of which U.S.	16,300	-26.5	93,700	-28.3
Asia/Pacific	14,200	-1.8	73.900	-4.7
- of which Japan	2,700	-31.3	13,600	-33.1
- of which China	5,300	+45.0	28,200	+40.4

*smart brand sales include the smart roadster and the smart forfour

2011 Mercedes-Benz SLS AMG Gullwing photo leaked

Mercedes-Benz has been teasing us for months now, not only did they publishing official photos of the SLS in camo, but also showed us pictures of the interior. Well the curtain is now off, thanks to a leaked image that a German magazine will publish, which in turn has also been leaked. Numerous sites are reporting that the first leaked image of the 2011 Mercedes-Benz SLS is real. Even our very own “Insider” has confirmed that this is real and that he/she has seen it.

In case you you forgot: An AMG 6.3-liter V8 front-mid engine will be developing 571 hp/420 kW peak output and dry sump lubrication, seven-speed dual-clutch transmission in a transaxle configuration and sports suspension with aluminum double wishbones. The ideal front/rear weight distribution of 48 to 52% and the vehicle’s low center of gravity.

Benz, BMW Sales Drops Slow as Contraction Wanes

Bayerische Motoren Werke AG and Daimler AG’s Mercedes-Benz unit, the world’s top two luxury- vehicle makers, reported the slowest sales declines in at least eight months in a sign the worst market in decades is abating.

BMW, which also makes Mini and Rolls-Royce models, delivered 127,546 cars and sport-utility vehicles in June compared with 146,136 a year earlier, the Munich-based company said in a statement today. The 13 percent drop was the slowest since October. Sales of Mercedes-Benz models fell 5 percent to 100,300 vehicles, the smallest decrease since September, Stuttgart, Germany-based Daimler said.

“The luxury carmakers are more of a true bellwether of underlying demand, because they haven’t benefited measurably from government incentives,” said Peter Kelly, senior director at J.D. Power Automotive Forecasting in Oxford, England. While discounts may have, the two carmakers’ sales numbers “suggest that the market may find a bottom in the second half.”

Government-funded rebates in Germany, France and Italy have helped stem car-sales declines after the recession led Europe’s auto market in 2008 to shrink by the most in 15 years. Deliveries in the region fell 4.9 percent in May, the slowest drop in 13 months, according to European Automobile Manufacturers’ Association figures.

BMW fell 15 cents, or 0.6 percent, to 25.48 euros in Frankfurt trading, the lowest price since May 29. Daimler declined 37 cents, or 1.5 percent, to a three-month low of 24.20 euros.

‘Favorable’ Incentive Effects

PSA Peugeot Citroen, Europe’s second-largest carmaker, said today that first-half global sales fell 14 percent. The incentives were “quite favorable for us” in attracting customers for the Paris-based company’s smaller cars, Citroen division Managing Director Frederic Banzet said.

Lower inventories of unsold cars and improving demand have helped Daimler and BMW increase production rates. Daimler, which is also the world’s largest truckmaker, has reduced the number of employees on short-time work to 47,000 from 60,000 at the end of April. BMW has cut the number of workers on reduced hours to 12,000 from 25,000 in March.

“There are first indications of a slight recovery on the automobile markets,” Ian Robertson, BMW’s sales chief, said in the statement. Introductions of the X1 SUV and 5-Series Gran Turismo crossover model “will give sales a further boost in the second half of the year.”

German, Chinese Growth

Sales by the BMW brand fell 13 percent to 105,220 vehicles, while Mini-division deliveries slipped 8.9 percent to 22,273. Rolls-Royce sold 53 cars in June compared with 114 a year earlier. Group sales increased in Germany, China, India and Brazil. Sales in the U.S. fell 20 percent.

Daimler’s Mercedes-Benz Cars group, which includes the two- seat Smart minicar, delivered 111,300 vehicles in June, a decline of 6.7 percent, limiting the drop in the first half to 19 percent. Smart-car sales fell 17 percent to 11,000. Group deliveries rose in China, Brazil and France, helping push inventories to their “lowest level in years,” Daimler said. Sales fell in Japan and the U.S.

“The development of sales in June exceeded our expectations,” Klaus Maier, Mercedes-Benz Cars’ top sales executive, said in Daimler’s statement. “We expect to see our sales stabilize in the second half of 2009.”

Source: bloomberg.com

2009 Mercedes ESF

MERCEDES-BENZ ESF 2009 EXPERIMENTAL SAFETY VEHICLE

Stuttgart – 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.

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.

The following five innovations on the basis of the S 400 Hybrid are among the high-lights of the ESF 2009:

• 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.

• 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.

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.

Daimler management comments on the ESF 2009: "Safety is one of our core brand values"

"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.

"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

PRE-SAFE Structure: inflatable metal structures

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®.

Braking Bag: a braking parachute for the car

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.

There are several advantages to this unusual auxiliary brake:
• 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.

All in all, the braking airbag has the effect of an additional crumple zone.

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.

Interactive Vehicle Communication: cars report what their sen-sors have detected

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.

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.

PRE-SAFE Pulse: an automatic nudge in the ribs

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.

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.

Side Reflect: not all Mercedes are grey at night

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.

PRE-SAFE 360°: full emergency braking before an impact

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.

Size Adaptive Airbags: tailor-made airbags

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.

Child Cam: keeping an eye on the kids

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.

Interseat Protection: don't get too close to me

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.

2009 Mercedes ESF Photos and Wallpaper

Spy photos Mercedes Benz SLS AMG ‘Gullwing’ up close

The successor to the Mercedes Benz SL Gullwing (and replacement for the SLR) has been spotted in prototype form in and around Germany’s Nurburgring test circuit for several months now, but what only a select few knew is that the car is being developed completely in-house by Mercedes’ official tuner, AMG. Thus, the brand new model will be called the SLS AMG when it hits showrooms in the first half of next year.

In the lead up to its final unveiling, planned for later this year, Mercedes has released a ton of info on the car, including several images of actual prototypes and technical drawings. As the successor to the legendary SL Gullwing from the 1950s, the new SLS AMG will also feature gullwing doors but picks up a new aluminum spaceframe to provide an almost perfect front-to-rear weight distribution of 48-to-52%.

Powering the SLS will be a revised version of AMG’s now-familiar 6.2L V8 mated to an all-new 7-speed dual-clutch transmission mounted on the rear axle. Peak output will stand at 571hp (420kW) and 479lb-ft (650Nm) of torque. Changes to the engine include a new magnesium intake with eight separate velocity stacks, two electronically controlled throttle plates, a high-flow exhaust and a new dry-sump lubrication system.

The engine will be located up front but will be mounted behind the front axle for better weight distribution. The SLS’s final kerb weight will be around 1,620kg, and with the V8 engine it should be able to accelerate from 0-100km/h in 3.8 seconds and reach a top speed in excess of 315km/h.

As for the new dual-clutch gearbox, the unit was developed by AMG and boasts fast gear changes with no loss of tractive force. The driver has a choice of four different driving modes, ranging from comfortable to extremely sporty, as well as a ‘RACESTART’ function. The suspension set-up is equally advanced, with double wishbones and hub carriers made of lightweight forged aluminum. Stopping power comes from carbon-ceramic discs, and these are mounted within 19in light-alloy wheels.

The car’s dimensions have also been revealed, measuring in at 4.65m in length, 1.95m across and just 1.25m in height. The wheelbase stretches just 2.7m. Previous renderings give us a clue as to what the new car could look like, showing a vented bonnet and a new headlight design not seen on any previous Mercedes models.

Designers have gone with a distinctively retro look for the interior of the new SLS AMG
Furthermore, new shots of the interior show a familiar Mercedes steering wheel and a unique dash fitted with silver accented controls similar to that used in the current SLR supercar. Another interesting feature is the retro styled air-vents, which look similar to the units used by Mercedes Benz during the 1970s. The COMAND system knob located on the center console is also identical to the units used by other Mercedes models.

Premium materials abound on every surface, with materials such as nappa leather, solid metal and (optional) carbon-fiber facings emphasizing the ‘custom-built’ nature of the car. Seating will be strictly limited to two.

The price of the SLS is expected to be roughly $300,000 with production numbers likely to fall between 3,000 and 5,000 units per year. This should see it compete nicely with cars like the Lamborghini Gallardo and Ferrari F430.

Gallery: 2011 Mercedes Benz SLS ‘Gullwing’ revealing spy shots

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