Showing posts with label a-class. Show all posts

Mercedes-Benz keeps new A-Class campaign pure and simple

By | Published Saturday, 26 May 2012

Mercedes-Benz UK has created the first non-branded campaign ever in its history to launch the exciting new A-Class – the intriguing campaign, ‘Pure and Simple’, utilises just two elements: a striking image of the new A-Class and one line - #NewGeneration.

For the 10-second television advert, which airs during the ITV1 England versus Norway football match on Saturday 26 May, the standalone A-Class will simply be rotated alongside the hashtag call-to-action.

The imagery, which has been designed to entice the audience to discover more using Twitter, centres around a specific information hub: mercedes-benz.co.uk/newaclass, where people can go to find out more about this exciting new car, which will also be promoted via an email campaign and online advertising.

In addition, the television advert is the first automotive broadcast that can be used in conjunction with the Aurasma app to access additional hidden content by hovering over the A-Class image. Aurasma can also be used alongside the various media channels, including print within key motoring, fleet and national lifestyle publications and point of sale adverts, to view the special Mercedes-Benz A-Class site.

Alongside this, a promoted trend and tweets for #NewGeneration on Twitter will commence on 26 May, to encourage and build dialogue and excitement amongst motorists.

David George, Mercedes-Benz Passenger Cars Marketing Director, said: “The A-Class is a real game-changer for the brand. The Pure and Simple campaign is designed to raise awareness of the new generation for Mercedes-Benz and is the beginning of a major launch for this exciting new vehicle.”

Mercedes-Benz will also be running a homepage takeover of Spotify.com, encouraging users of the free account to choose the song they would use for the new A-Class advert and tweet their selection to be in with a chance of winning a Spotify Premium membership.

Mercedes-Benz has created a car with an unmistakable road presence and the appearance of the new A-Class reflects the new design strategy of the manufacturer. For example, rather than a conventional radiator grille the new A-Class features the world’s first ever ‘diamond’ grille, with design and dynamism obvious characteristics of the new vehicle; the A-Class sets a new record Cd value of 0.26, which puts the vehicle at the top of its class.

The new Mercedes-Benz A-Class will offer a host of powerful, yet efficient engines: for the first time a Mercedes-Benz will produce emissions of just 98g of CO2 per kilometre. At the same time the new model underlines that for Mercedes-Benz safety comes as standard and includes, amongst other things, the radar-based COLLISION PREVENTION ASSIST system.

Credits: Mercedes-Benz UK

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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Michael Schumacher, Nico Rosberg and the German national football team drive the new A-Class

By | Published Friday, 25 May 2012

There was an adrenaline rush today at the German national football team’s training camp in Tourrettes: with around two weeks to go before the start of the European Championships, Michael Schumacher and Nico Rosberg paid Joachim Löw’s team a short visit. Like good guests should, the two Silver Arrow drivers brought along a nice surprise, namely, two brand new examples of the Mercedes-Benz A-Class. Lukas Podolski, Marco Reus, Andre Schürrle and Tim Wiese didn’t need asking twice to complete an 18-kilometre tour of the Haute-Provence with the two drivers.

Nico and Michael took the wheel and gave the four young players an unforgettable experience, driving along the winding country roads against the picturesque backdrop of the Côte d’Azur. “The A-Class with its sporty handling is perfect for twisty roads like this, and we showed the guys just what the car can do,” said a delighted Nico. Lukas Podolski was particularly impressed by the power of the new A-Class: “This car is really lively and has plenty of power.”

The new A-Class: ‘The pulse of a new generation’

An agile performer on four wheels, the A-Class sets new standards in the compact car segment, combining bold design and refined sportiness without sacrificing comfort. Some of the features found in the S-Class are available in the A-Class, providing exceptional value and quality. Marco Reus commented after the trip: “The A-class is very close to the pulse of my generation. It’s very sporty in appearance, yet elegant. And to be driven by a living legend like Michael Schumacher, life hardly gets any better.”

Michael was full of enthusiasm; during the ride, and the self-confessed football fan took the opportunity to ask how preparations for the European Championship were going. And what’s more, later, under the critical eye of national team coach Joachim Löw, the Formula One drivers enjoyed a kick-about with the team in the training camp. “I think we made a good impression and my invite to join the European Cup squad is already in the post,” said the seven-time World Champion, with a wink. As for the German team’s title hopes, he remains very optimistic: “Here in Tourrettes, I’ve seen a highly motivated young team that is incredibly hungry for success. Being so determined gives them their best chance of victory.” Michael’s special charisma has always made him a welcome guest at the national team, and team manager Oliver Bierhoff told us: “Michael Schumacher is a huge idol for our young players, and they can benefit tremendously from his experience and advice when the pressure is on.”


~ Official photos and details courtesy of MERCEDES AMG PETRONAS ~

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The drive system - Complete Story

By | Published Monday, 14 May 2012

Engines are a crucial part in the thorough development process of any new vehicle. The A-Class makes no exception to this rule: the compact Mercedes-Benz hatchback boasts a complete lineup of newly engineered diesel and petrol engines. Thanks to a series of dedicated innovations such as the CAMTRONIC and the dual exhaust gas recirculation, the powerplants become even more efficient and dynamic. Some of the new units are already fully complying with the stringent Euro VI emission standard, coming into force in 2015. Learn more about the intelligent equipment that puts the new A-Class into motion by following the links posted below. Enjoy!

1. The development of the Mercedes-Benz A-Class: The drive system - High output, low consumption

2. The development of the Mercedes-Benz A-Class: The diesel engines - Economy right across the board

3. The development of the Mercedes-Benz A-Class: The petrol engines - Powerful, responsive and super-clean

4. The development of the Mercedes-Benz A-Class: The 7G-DCT gearbox - Dynamic and efficient

5. The development of the Mercedes-Benz A-Class: The 6-speed manual transmission - Comfortable manual gearshifts

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The 6-speed manual transmission - Comfortable manual gearshifts

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The new six-speed manual transmission was developed in parallel with 7G-DCT. They share a number of common parts and are both produced in Gaggenau and Rastatt.

The three-shaft transmission is also very compact (length 345 mm) and light (dry weight 46 kg) and incorporates a number of special features for particularly pleasant gearshifting. An integrated magnet on the gearshift shaft is detected by a Hall sensor. The idle position is identified in this way, making the start/stop function possible. The signal for reverse gear activates the reversing lights.

The large spread of 6.7 allows a reduction in engine speed while at the same time ensuring that sufficient tractive power is available when moving off with a fully ladenA-Class and trailer up to a gross weight of 3.4 tonnes. The clutch is operated hydraulically and the gears are actuated via cables.

The overhead camshaft with third and fourth gears and the reverse gear do not run in the oil bath. This reduces drag torque, thus facilitating gear shifting at low temperatures in particular. The three-cone synchronisation of the first two gears serves the same purpose, while the following gears are provided with two-cone synchronisation. The weight-optimised cast aluminium shift forks are installed on anti-friction bearings on the shift rods, in order to reduce the shift forces.


Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The 7G-DCT gearbox - Dynamic and efficient

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Drawing on over 50 years of experience in the development and production of automatic transmissions, Mercedes-Benz ventured into new technical territory with the 7G-DCT dual clutch transmission: the new system is an automated three-shaft manual transmission consisting of two subtransmissions, each with its own clutch. Both actuation of the clutches and gear shifting take place fully automatically and without any interruption in tractive power. This allows a particularly comfortable but nevertheless dynamic mode of driving.

Thanks to its seven gears it offers an exceptionally large spread of up to 7.99. This means that a very short transmission ratio is available when moving off on an uphill slope with a high payload, for example, while during cruising the engine speed can be lowered considerably. The efficiency of this transmission leads to a nine percent improvement in fuel consumption compared to the CVT employed in the A-Class to date, and betters the consumption with a manual transmission.

At a length of 367 millimetres and a weight of 86 kilograms, the 7G-DCT is more compact and lighter than the transmissions in this torque class which have been available on the market to date. The clutches take the form of oil-cooled multi-disc clutches. The specially developed hydraulic fluid is actively cooled, thus ensuring correct functioning of the transmission even under extreme conditions, despite the comparatively low filling level of six litres.Excess engine heat can also be transferred to the transmission, which improves its efficiency. 

For the first time on this type of unit, the transmission is supplied with oil by two oil pumps – one mechanical and one electric. The electric pump maintains the oil pressure when the engine is switched off via the start/stop function. This means that the transmission is immediately operational when the engine is restarted and the vehicle can move off again without any delay. In addition, the electric pump is able to support the mechanical pump when peak loads apply, enabling a more compact and efficient design for the mechanical pump.

Another new feature is electric activation of the hydraulics for the parking lock, which is locked by mechanical means. This "park by wire" function enables the transmission selector lever to be positioned as desired: it is located in the form of a steering column lever on the right behind the steering wheel in the A-Class. In combination with the electric parking brake, additional space has thus been created in the centre console for additional stowage facilities.

Three gearshift modes are available to the driver:
ECONOMY: In this mode, the transmission performs gearshifts fully automatically and particularly comfortably. The gears are selected with due regard to a particularly economical style of driving at low revs.

SPORT: The transmission performs gearshifts fully automatically. The shift and response times are shorter, with gearshifts at higher engine speeds.

MANUAL: In this mode, the driver operates the transmission manually via shift paddles behind the steering wheel. The engine speeds at which the gears are shifted can therefore be freely chosen.
In ECO or Sport mode, the driver is still able to intervene manually in the gear-shifting process via the shift paddles. The transmission reverts to the selected automatic mode after the paddles have remained inactive for twelve seconds, or after a longer delay when driving downhill or on winding roads.

A key factor contributing to the overall efficiency and dynamism of the A-Class is the closely coordinated operation of the transmissions and engines. A continuous exchange of data between the control units ensures that the engines run at the ideal operating point at all times. The 7G-DCT transmission is manufactured at Daimler's Stuttgart-Hedelfingen plant.
Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The petrol engines - Powerful, responsive and super-clean

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Mercedes-Benz has systematically transferred the BlueDIRECT technology of the V6 and V8 engines in the Mercedes-Benz luxury class. The BlueDIRECT four-cylinder petrol engines for the new A-Class combine great responsiveness and exemplary power delivery with outstanding efficiency and the best emission figures in this class. The world-first CAMTRONIC, an innovative valve lift adjustment feature, makes a major contribution to this. There is a choice of 1.6 or 2-litre variants of the new four-cylinder engine family for the A-Class, covering a power range from 90 kW (122 hp) and 200 Nm to 155 kW (211 hp) and 350 Nm.

Thanks to BlueDIRECT and highly precise piezo-injection, the new engines are already expected to meet the Euro-6 emission standard for petrol engines coming into force from 2015. Even the much more stringent diesel particulate limit in the Euro-6 standard is already bettered with no additional exhaust aftertreatment. This was a major motivation for introducing BlueDIRECT into this segment as well. This means that the completely newly developed generation of four-cylinder petrol engines is ideally prepared for the future.

Extremely versatile

The basis for all three petrol engine variants in the new A-Class is the all-aluminium M 270 engine with two chain-driven overhead camshafts and four-valve technology. This power unit is extremely versatile, and will also be gradually introduced into larger model series. In this way it also contributes to a sustained reduction in production costs. The four-cylinder can be installed transversely (M 270) or longitudinally (M 274), and combined with front, rear or 4MATIC all-wheel drive, and also with a manual, automatic torque converter or dual clutch transmission.

The BlueDIRECT family has grown: three new petrol engines

The M270 engine is available in three power classes in the new A-Class. As the A 180 BlueEFFICIENCY with a displacement of 1595 cc it develops 90 kW (122 hp) and a maximum torque of 200 newton metres over a wide engine speed range from 1250 to 4000 rpm. With the basic engine and the 6-speed manual or seven-speed dual clutch transmission (figures in brackets) the A-Class accelerates from zero to 100 km/h in 9.2 seconds (9.1 seconds), and has a top speed of up to 202 km/h (202 km/h). The fuel consumption and CO2 emission figures of 5.5 l/100 km (5.4 l/100 km, both NEDC combined) resp. 128 g/km (127 g/km) are so low that they possibly set a new record.

The A 200 BlueEFFICIENCY with the same displacement of 1595 cc develops 115 kW (156 hp) and a maximum torque of 250 Nm, which is likewise available from 1250 to 4000 rpm. It sprints from zero to 100 km/h in 8.4 seconds (8.3 seconds) and has a top speed of 224 km/h (224 km/h), but is happy with an average 5.5 l/100 km of fuel (5.4 l/100 km), corresponding to CO2 emissions of 129 g/km (127 g/km).

The new, top engine variant with 1991 cc is available as the A 250 BlueEFFICIENCY or A 250 Sport. In both cases the engine develops 155 kW (211 hp) and a maximum torque of 350 Nm from 1200 to 4000 rpm. Performance is at sports car level, with acceleration from zero to 100 km/h in 6.6 seconds and a top speed of 240 km/h. Nonetheless it has the best fuel consumption in this class at 6.1 l/100 km, and CO2 emissions of 143 g/km (A 250 BlueEFFICIENCY).

All engine variants are designed for customer-friendly operation with E10 premium petrol (95 RON).

Overview of technical data for the A-Class with petrol engine
Engine technology from the S-Class for the A-Class

The technology package in the new four-cylinder petrol engines includes a number of new developments which were introduced in 2010 with the ultra-modern BlueDIRECT V6 and V8 engines for the Mercedes-Benz S-Class, and are now available in the compact class for the first time.

The combustion process is based on third-generation Mercedes-Benz direct injection with highly precise, multiple piezo injection technology. In 2006 Mercedes-Benz was the first car manufacturer to introduce direct injection with spray-guided combustion into series production.

Piezo injectors for very low particulate emissions below the Euro-6 limits

Newly developed piezo injectors allow up to five injections per power stroke. In the warm-up phase this enables particulate emissions to be reduced by more than 90 percent. The overall result is that all emission figures including particulates are now already below the limits set by the Euro-6 emission standard, which only comes into force from 2015.

Compared with conventional multi-hole solenoid valves, piezo injectors have numerous advantages in petrol engines. The fuel vaporises up to four times as fast, the jet of fuel penetrates less deeply into the combustion chamber and the injectors are able to deliver minute quantities of fuel extremely precisely. All this prevents fuel from being deposited on the combustion chamber walls, resulting in significantly reduced particulate emissions. Moreover, multiple injections allow operating strategies for maximum fuel efficiency while improving cold-start characteristics.

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

Multi-spark ignition for optimal efficiency

The third-generation direct injection system also features "rapid multi-spark ignition" (MSI). Following the first spark discharge and a brief combustion period, the coil is recharged rapidly and a further spark is discharged. The MSI system enables up to four sparks to be discharged in rapid succession within one millisecond, creating a plasma with a larger spatial expansion than conventional ignition.

The rapid multi-spark ignition can be actuated to vary both the timing of the sparks and the combustion period to suit the relevant operating point. This provides scope for the best possible centre of combustion and improved residual gas compatibility. This in turn reduces fuel consumption.

Fuel savings of up to 4 percent are possible alone by the use of piezo-electric injection technology in combination with multi-spark ignition, depending on the driving cycle.

CAMTRONIC: up to ten percent lower fuel consumption

A trailblazing innovation known as CAMTRONIC is celebrating its debut in the 1.6-litre engine. For the first time in a turbocharged direct-injection engine, a load management system with an earlier intake cut-off and intake valve lift adjustment has been realised. This reduces the throttle losses under partial load, lowering fuel consumption. In the New European Driving Cycle (NEDC), fuel consumption is reduced by three to four percent compared to the M 270 without CAMTRONIC. In day-to-day driving, which typically has a high proportion of partial load operation, the potential saving is even greater, with fuel savings of up to ten percent in certain operating ranges. This world first was developed completely in-house by the Mercedes-Benz Technology Center in Stuttgart and the Daimler engine plant in Berlin.

No turbo-lag thanks to scavenging

Above all, Mercedes-Benz engineers were able to obtain a high output from a small displacement by the use of a turbocharger. This forces the intake air into the combustion chambers at a pressure of up to 1.9 bar, with the turbine vanes rotating at up to 230,000 rpm. The charger has been designed to deliver high torque even at low engine speeds. A newly developed manifold turbocharger module is integrated and positioned in front of the engine for the best possible cooling. Separate exhaust ducting from the cylinders to the turbocharger and the high exhaust temperature of up to 1050 degrees Celsius make optimal use of the exhaust gas energy, producing a high output and outstanding responsiveness.

By using a combination of direct injection and variable adjustment of the intake and exhaust camshafts, the developers were also able to exploit the advantages of so-called scavenging: partly overlapping the opening times of the intake and exhaust valves causes some of the cold intake air to flush the hot exhaust gas from the cylinder into the exhaust manifold, which considerably improves charging compared to conventional operation.

Especially at low engine speeds, and thanks to the increased mass flow in the exhaust tract, the turbocharger also responds much more rapidly – this completely avoids any "turbo-lag" or delay when moving off. The direct injection system ensures that the fresh gas is not yet mixed with fuel when it enters the cylinder, as would be the case in engines with manifold injection. There are therefore no undesirable scavenging losses, i.e. unburned fuel flushed into the exhaust manifold.

Torque levels like a diesel

As a result the new 1.6-litre four-cylinder in the A-Class already delivers its maximum torque at 1250 rpm, maintaining it to 4000 rpm. The 2.0-litre even does a little better: its maximum torque of 350 Nm is already available from 1200 rpm, which means that for low-end torque it leads the field for four-cylinder engines.

In combination with the new 7G-DCT transmission, whose control unit communicates with the engine management system, the new four-cylinder responds to the accelerator very readily. At cruising speed a higher ratio can be chosen, which further improves fuel consumption and noise level. The turbocharged engines also maintain their exemplary fuel consumption under high loads, as the outstanding cooling system only makes a richer mixture necessary at speeds above 200 km/h. A two-piece water jacket with optimised cross-flow cooling and fine, only three-millimetre wide cooling ducts between the spark plugs and injectors bring the coolant to the right places.

Thermal management shortens the warm-up phase

A new thermal management system has also been developed: in cold state, a switchable water pump with flow-optimised ball valve ensures that no coolant flows through the engine, providing for swift heating-up of the combustion chambers after starting up the engine. The thermostat is electronically controlled and the coolant temperatures are adjusted according to driving style and ambient conditions. The thermostat itself is also a flow-optimised ball valve. In the interest of high efficiency, the volumetric flow of the oil pump is also controlled as in the V engines.

Controlled oil pump with two pressure stages

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

New coolant ducting and 3-phase thermal management

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

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

ECO start/stop function with direct-start

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

First use of Lanchester balancer shifts with antifriction bearings in a petrol engine

The secondary inertia forces inherently occurring in a four-cylinder in-line engine are compensated by two Lanchester balancer shafts in the bottom of the engine block. Mercedes-Benz is the first automobile manufacturer to use antifriction bearings to balance masses: imbalances are compensated by cylinder roller bearings, with axial forces from the gearing taken up by a ball bearing. This arrangement not only improves driving comfort, but also helps to lower fuel consumption thanks to considerably less friction. In view of the more favourable connecting rod configuration, the 1.6-litre version requires no Lanchester dynamic balancing.

Minimised friction

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

The engine and transmission are mounted at four points by an engine mounting, a transmission mounting and two pendulum supports. These are specially configured for the needs of the high-torque engine variants with a view to maximum noise comfort. The hydraulic damping integrated into the transmission mounting also contributes decisively to the excellent driving comfort.


Under the microscope: CAMTRONIC valve lift adjustment. Using the camshaft to accelerate

Mercedes-Benz is the first automobile manufacturer to equip the 1.6-litre version of the M 270 engine with CAMTRONIC intake valve lift adjustment. The system operates mechanically, but is served by an electronically controlled actuator. The intake camshaft is made up of several components: two hollow-drilled sub-shafts of equal size are mounted on the carrier shaft. Mercedes-Benz engineers refer to these as "cam-pieces", of which the first controls the intake valves of cylinders 1 and 2, and the second those of cylinders 3 and 4. The cams themselves are masterpieces of the caster's art: they take the form of a double-cam with two curved surfaces. The surface operating the valves via roller-type rocker arms is only half as wide as on a conventional cam, therefore the space requirement is the same.

When the steeper half of the cam is active, the valve lift is increased and the valves remain open for longer. Switching to the flatter half of the cam shortens the valve lift and the valves close sooner.

"Accelerating" with the camshaft

Load control with the smaller valve lift is realised using various components. At very low engine torque the load control is conventional, using the position of the throttle flap, at medium torque levels using the position of the intake camshaft and at high torque levels using the charging level of the turbocharger.

As the torque increases the valve lift is switched to the larger level, load control once again being conventional via the throttle flap or, in the charged operating range, via the charging level of the turbocharger. In popular terms one might also say that the new Mercedes-Benz A-Class also accelerates with its camshaft.

Mercedes-Benz development engineers took numerous measures to ensure the most efficient combustion even with the smaller valve lift. Owing to the smaller valve lift and early intake valve closure, the turbulence in the combustion chamber is reduced at the spark plug. This turbulence decisively influences the combustion speed and full combustion of the fuel/air mixture. To compensate this apparent disadvantage, the turbulence is increased in the lower partial load range by using a multiple injection strategy with injection ignition, while multi-spark ignition ensures reliable combustion.

The switchover from the smaller to the larger valve lift goes unnoticed by the driver. As cylinders 1 and 2 as well as 3 and 4 are coupled in pairs with one cam-piece each, it is possible to adjust the valve lift of all four cylinders within one camshaft revolution using just one double actuator. A correspondingly large effort was required to develop the synchronisation for the switching process and ensure the long-term durability of the components.

The variable, hydraulic vane-type camshaft adjusters on the intake and exhaust sides have a wide adjustment range of 40 degrees with reference to the crankshaft. This new development excels by virtue of its significantly smaller dimensions. The installation space along the engine's longitudinal and vertical axes can therefore be made very compact.


Under the microscope: engine test benches - Trial by ordeal

Before the new engines were allowed onto the roads for practical endurance trials, they had already absolved a series of tortures on the engine test benches of the test facility in Untertürkheim. 24 of the very latest engine test benches are installed on each floor of this imposing three-storey building. These 72 test benches are in operation by day and night, on 365 days of the year.
The test-benches can be used to simulate a wide variety of road and load cycle situations to reflect every conceivable operating profiles, e.g. hot and cold-starting, stop-and-go traffic and long-distance operation under a wide variety of conditions. Even steep mountain gradients can be simulated in the laboratory: a pivoting test rig is e.g. used to tilt the engine by up to 40 degrees to examine the effects on the oil circuit.

At various development stages the engines are subjected to accelerated stress tests. "This simulates stresses that no customer can achieve," says Thomas Uhr, who is responsible for the workshops at the Mercedes-Benz development centre and for powertrain testing. The test-bench programmes have a duration of 500 to 2400 hours, with large proportions under full load and partial load. Thermal characteristics and component durability are tested under full load conditions, however particularly low loads can also be a real torture for an engine in the form of e.g. engine oil sludging. Other tests include heavy stresses such as cooling the coolant from 110° C to approx. 25° C within a max. of 60 seconds, and running the engine up to its rated speed under full load when the coolant is cold. Thomas Uhr: "We test our engines more intensively than any other manufacturer."
The new OM 607 diesel engine absolved more than 25,000 hours on the test-benches, for example, before it received approval for use in the A-Class.

The energy generated by the test engines is recovered as fully as possible. The engine testing facility in Untertürkheim is certificated as a combined heating and power plant: only active equipment is used to monitor and measure engine power. This power is not used to propel a vehicle as in normal use, but rather converted into electrical energy and fed into the plant's power network.
In addition to long-term durability, fuel consumption, emissions and driveability in conjunction with the transmission are the major development goals. This requires enormously painstaking dynamometer tests followed by practical trials on the roads.











Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The diesel engines - Economy right across the board

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Downsizing for the entry-level engines and downspeeding for the more powerful units – that is the Mercedes-Benz strategy for the diesel engines in the new A-Class. The wide range meets every performance requirement, and demonstrates the potential residing in the diesel engine: for the first time - with the A 180 CDI – a Mercedes-Benz will emit just 98 g of CO2 per kilometre. As a further highlight, the A 220 CDI already meets the Euro-6 emission standard only coming into effect from 2015.

The diesel engines also boast extreme efficiency and environmental friendliness, thanks to state-of-the-art injection technology and turbocharging. The A 180 CDI kicks off at 80 kW (109 hp) and offers maximum torque of up to 250 Nm (dual clutch transmission) or 260 Nm (6-speed manual transmission). In the A 200 CDI the maximum power output stands at 100 kW (136 hp), accompanied by maximum torque of 300 Nm. The A 220 CDI has a displacement of 2.2 litres and generates 125 kW (170 hp) with 350 Nm of torque, giving the performance of the A-Class a decidedly sporty touch.

From the S-Class to the A-Class: the diesel engines of the OM 651 series

Since its world premiere in 2008 the direct-injection diesel engine known as the OM 651 has been setting standards in terms of performance and torque characteristics, economy, emissions and smooth running. It is in more widespread use than any other Mercedes-Benz diesel engine and serves as a model of efficiency and power right up to the S-Class. For transverse installation the belt drive for the ancillary units, the installed position of the turbocharger and the air ducting have been modified.

No less than three versions are used in the new A-Class:
- Dynamic to drive, extremely efficient and outstandingly clean, the A 220 CDI is only available in combination with the 7G-DCT dual clutch transmission. The 125 kW (170 hp) top diesel is equipped with a weight-optimised crankshaft with individual bearing covers bolted from below and four counterweights, enabling it to tip the scales at around six kilograms less than a longitudinally installed OM 651 of the same displacement. The single-stage turbocharger has larger dimensions than that in the 80 and 100 kW variants. The A 200 CDI has multiple exhaust gas recirculation (see "Under the microscope") to reduce nitrogen oxide emissions. It already meets the Euro-6 emission standard coming into force from 2015. With 112 g of CO2 per kilometre (provisional figure) the A 220 CDI sets new standards in its segment. With a displacement of 2.2 litres the engine is comparatively large, and therefore already agile at low rpm. "Downspeeding" is the term used by the engine specialists at Mercedes-Benz to describe this combination of a large displacement and low engine speeds. As a result it has been possible to make the ECONOMY mode of the 7G-DCT transmission decidedly economical and comfortable. If the driver selects "S", gearshifts are performed much faster and the ratio spread uses the rpm reserves of the engine for dynamic performance.The performance of the A 220 CDI – which is available in BlueEFFICIENCY and Sport versions – is at sports car level with 7.8 seconds from zero to 100 km/h and a top speed of 227 km/h.

- The 1.8-litre engine variant is used in the A 180 CDI with the 7G-DCT dual clutch transmission and the A 200 CDI. The displacement was reduced by shortening the stroke (83 mm instead of 99 mm). The significantly longer connecting rods ensure lower transverse friction, and the two Lanchester balancer shafts are also of low-friction design. The single-stage turbocharger was optimised for efficiency and features adjustable vanes. With a distance between cylinders of 94 millimetres and cylindrical gears driving the camshafts, transverse installation and the necessary length restriction were part of the design specification from the very start.

To realise the start/stop function, the belt drive is decoupled from the crankshaft in all three engines.

Other common features include:
- Common rail technology with a rail pressure increased to 1800 bar. The maximum ignition pressure of 180 bar also contributes to the high power output and a muscular torque curve.

- The oil injection nozzles and the water pump are activated only when required, in order to save energy and fuel. The controlled oil pump additionally reduces oil flow and thus fuel consumption.

- The engine block is made of cast iron, the cylinder head of aluminium.

- A two-piece water jacket in the cylinder head provides for optimum cooling in the area of the combustion chamber plate. This enables an ignition pressure of 200 bar and a high specific power output.

- The cast iron barrels have undergone considerably finer honing than on the predecessor, also contributing to the reduction in fuel consumption.

- To compensate for the second-order forces which are inherent to four-cylinder in-line engines there are two Lanchester balancer shafts at the bottom of the engine block running in low-friction roller bearings rather than conventional plain bearings.

- The two-mass flywheel has been specifically designed for high engine torque at low engine speeds in order to isolate the crankshaft's vibration stimuli, thereby contributing to the engine's excellent smooth running.


Replete with Mercedes-Benz know-how: the OM 607

For the A 180 CDI with manual transmission Mercedes-Benz has had recourse to its cooperation with Renault to achieve fuel economy advantages from a compact, lightweight, low-friction engine which has been rigorously downsized. The common-rail four-cylinder with a rail pressure of 1600 bar is currently in its sixth generation, with more than 1.3 million units produced each year. This 1.5-litre engine with low-pressure EGR generates 80 kW (109 hp). With 98 g of CO2 per kilometre, it is among the most environmentally friendly diesels in the compact car segment. The turbocharger features variable turbine geometry (VTG).

This engine with the in-house designation OM 607 weighs around 30 kilograms less than an OM 651. Numerous components are specific to Mercedes-Benz, for example the OM 607 has the engine mountings of the M 270 petrol engine, as well as a special two-mass flywheel. The starter flanged onto the transmission, the alternator and the refrigerant compressor also come from the Mercedes modular system, and are driven by a belt with six grooves.

Like all Mercedes engines, the OM 607 was required to absolve the extensive engine test programme involving bench-testing and endurance runs. The application effort devoted to the OM 607 by Mercedes-Benz was very considerable. In a joint project team of Mercedes and Renault personnel the engine was especially improved with respect to NVH and driveability. Coordination work also went into the ECO start/stop function included as standard. This Mercedes-specific feature also operates at temperatures down to minus 10 degrees Celsius, for example, and can therefore make a more frequent contribution to fuel economy.

Overview of technical data for the A-Class with diesel engine
Under the microscope: dual exhaust gas recirculation. Even lower combustion residues

To reduce nitrogen oxide (NOx) emissions even further, the OM 651 engine of the A 220 CDI is equipped with what is known as multiple exhaust gas recirculation (EGR). In addition to high-pressure EGR, where hot exhaust gases are taken from the manifold and reintroduced on the fresh air side, downstream of the intercooler, exhaust gases are diverted at a lower pressure level. This low-pressure EGR diverts the filtered exhaust gases downstream of the diesel particulate filter, cools them and uses a valve to return them to the fresh air flow upstream of the turbocharger.

NOx generation is primarily influenced by the oxygen concentration in the combustion chamber (= proportion of exhaust gases). A further increase in EGR rates using classic high-pressure EGR has the inherent disadvantage of charging losses and further throttling to achieve the necessary scavenging gradient. This leads to disadvantages with respect to particulate emissions and fuel consumption. Low-pressure EGR solves these problems, as it does not reduce the drive energy of the turbocharger while at the same time considerably reducing the throttling requirement of a high-pressure EGR system.













Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The drive system - High output, low consumption

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The beating heart of a new generation: the new Mercedes-Benz A-Class will create a sensation. Before deliveries to the European dealers commence in September 2012, Mercedes-Benz is providing a series of insights into major development aspects on the way to the market launch. This one concerns the powertrain.

A wide choice of petrol and diesel engines meets every power requirement and reaches new heights in terms of efficiency and environmental compatibility: the A 180 CDI will be the very first Mercedes-Benz to emit only 98 g of CO2 per kilometre. Moreover, the A 220 CDI is the first Mercedes to meet the Euro-6 emission standard which only comes into force in 2015. All engines of the new A-Class feature the ECO start/stop function as standard. The engines can be combined with the new six-speed manual transmission or optionally with the 7G-DCT dual clutch automatic transmission, which ideally combines comfort and sportiness.

Up to 26 percent lower fuel consumption compared to comparable preceding models, accompanied by a considerable power increase: these are the salient features of the engine range for the new A-Class. Diesels: the new basic engine in the OM 607 series develops 80 kW (109 hp), delivers 260 Nm to the crankshaft and with a manual transmission consumes 3.8 litres per 100 km, corresponding to 98 g of CO2/km. This is a 22-percent improvement over the only 60 kW (82 hp) preceding model, the A 160 CDI, which consumed 4.9 litres. The new top diesel, the A 220 CDI, is no less than 25 percent better than its predecessor: it develops an output of 125 kW(170 hp) and 350 Nm of torque, and in combination with the 7G-DCT automatic dual clutch transmission it consumes only 4.3 litres/100 km (provisional figure). The figures for the precedingA 200 CDI were 103 kW (140 hp), 5.7 litres, 149 g of CO2.

A comparison between the new and previous A 200 demonstrates what has been achieved with the petrol engines: with 115 kW (156 hp) and 250 Nm of torque, the new engine delivers superior performance but consumes only 5.5 litres/100 km (129g CO2/km), which is 26 percent less than its predecessor (100 kW, 185 Nm, 7.4 l/100 km, 174 g CO2). Even the new top model with 7G-DCT, 155 kW (211 hp) and 350 Nm is considerably more efficient with a consumption of 6.1 litres and CO2 emissions of 143 g.

The completely new engines and transmissions are not the only decisive factors in this exemplary efficiency. Thanks to the modular system, the optimal transmission configurations could also be chosen. The overall package also includes progressive aerodynamics with a Cd figure of only 0.27, together with a number of other improvements.

"The new four-cylinder models from Mercedes-Benz occupy a peak position by virtue of their performance, high efficiency and very low emissions. They impress with their smooth, superior power delivery and offer customers refinement at the highest level," says Professor Thomas Weber, the member of the Daimler AG Executive Board responsible for corporate research and development at Mercedes-Benz Cars.

Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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Mercedes-Benz plant in Rastatt: Farewell to the last A-Class of the second generation

By | Published Saturday, 21 April 2012

Since the production started back in 2004, more than one million vehicles of the current A-Class model generation (W 169/BR 169) have come out the assembly line at the Mercedes-Benz plant in Rastatt. The final car of this series, an A 180 CDI in polar silver, has recently left the factory. The vehicle will arrive at a customer in France. "We are very proud of the success story of the A-Class we will continue to write with the next series. Preparations for the start of the new A-Class are already in full swing.", said Peter Wesp, head of the Mercedes-Benz plant in Rastatt.

The new A-Class

In March this year the new A-class celebrated the world premiere at the Geneva Motor Show. Up to 18 inches lower than the previous model, the new generation displays a sporty, confident character. As the world's first automobile manufacturer, Mercedes-Benz has completely integrated digital and phone communication and functionality in the telematics concept of the W 176 generation. The new petrol and diesel engines are now more fuel efficient and meet any power requirements. They can be combined with the new six-speed manual gearbox or with the optional automatic transmission with double clutch transmission 7G-DCT. The new A-Class is the first car in its segment to feature a standard radar-based collision warning system with ADAPTIVE BRAKE ASSIST, which decreases the chances of a collision. The first units will be delivered to clients beginning with September 2012.

About the Mercedes-Benz plant in Rastatt

The Rastatt plant was officially inaugurated in 1992, with the E-Class being the first model to be assembled there until 1996. From 1997 onwards, the facility was established as a production site for the new A-Class. Prior to 2004, when the second generation came into force, around 1.1 million compact Mercedes-Benz premium models were sold to clients all over the world. Moreover, the current A-Class series appealed to more than one million customers and, in addition, beginning with 2005, the B-Class was also introduced in the production portfolio of the Rastatt factory. This niche vehicle, marketed as a compact sports tourer, became instantly popular, with total sales exceeding 700,000 units. Therefore, the Rastatt plant is unanimously recognized as a competence center for the construction of compact cars from Mercedes-Benz.

Starting September 2011, the new B-Class (W 246) was introduced in the range. Currently, preparations are being made at Rastatt to welcome the new A-Class, which is celebrating the world premiere at the Geneva Motor Show in March 2012. The new generation of Mercedes-Benz premium compact cars further includes three more sporty, emotional models, including a coupe and an SUV. The five new models will be built in a comprehensive production network comprising the Rastatt plant and the new facility in Kecskemét, Hungary. Three of the five models will be assembled at Rastatt.
Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The design - Complete Story

By | Published Wednesday, 11 April 2012

Design defines the personality of a car. Mercedes-Benz artists have always successfully delivered an impressive and unmistakable indentity to every car released by the German carmaker during the 125-year history. As ultimate automotive trendsetter, the Stuttgart-based constructor is now ushering a new era for the premium compact class with the introduction of the new A-Class. Being the most eagerly awaited Mercedes-Benz automobile of 2012, the youthful hatchback is the fruit of an intense design development featuring both new and organic elements and inspirational styling from key visual concepts such as the SLS AMG, F 800 Style and F 125!. Seeing the final result, it goes without saying the A-Class inherently boasts the most refined and progressive design in the segment.

Why not have a look through the links posted below which talk about the comprehensive design development of the new A-Class? Enjoy!


1. The development of the A-Class: The most progressive design in the compact class



2. The development of the Mercedes-Benz A-Class: The interior - Extraordinary perceived value



3. The development of the Mercedes-Benz A-Class: The design - Interview with Mark Fetherston



4. The development of the Mercedes-Benz A-Class: The philosophy - Design as a trademark



5. The development of the Mercedes-Benz A-Class: The Advanced Design Studio in Como/Italy



6. The development of the Mercedes-Benz A-Class: The work methods of Mercedes-Benz Design

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The work methods of Mercedes-Benz Design

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The path leading from the first drawing to the model approval takes around three years. In this time a Mercedes goes through an endless series of work steps in the course of which the designers, so to say, grope their way little by little to the final vehicle. From previously competing drafts, the team produces the next generation of a Mercedes-Benz.

1. Drawing/Rendering: At the beginning of the design process there is always a drawing – hand-sketched on a piece of paper, or on a screen. Ideas that had previously only existed in the designer's mind become visible.

2. Package: The basis for every design is the package, the sum of all the technical requirements. This is the basis upon which the sketches have to be implemented in such a way that proportions, dimensions and lines give a harmonious image. 

3. 1:4 clay model: Not everything can be simulated on the computer, which is why the next step is to create a clay model of every variant of a new automobile. Only then can the designers decide whether their drafts create the desired effect in three dimensions, too. At the same time virtual models are always created on the computer.

4. Model selection: The final form of the new car is chosen from numerous variants, in order to be formally examined in a 1:1 scale. With the help of scanning and milling machines the first full-size "prototypes" are made. 

5. 1:1 model: All the individual details of the new model are fashioned by hand. A deceptively real-looking model is created. All the characteristic features of the new car reveal themselves. 

6. Interior sketches: First drawings and renderings are created for the design of the interior. This is when the different equipment lines are born, i.e. the interiors where the future driver has to feel at ease. The leit motif here: "Perfect aesthetics" – a design that feels committed to beauty.

7. Interior clay model: The best way for the designer to experience the development of the form is with a 1-in-1 clay model, built, so to say, from the inside out. All the details are modelled until an aesthetically top-quality spatial feeling is created. As a rule, three alternative interiors are built for a decision to be made.

8. Colour & trim / operating and display concept (control and display system): The material and colour options for the vehicle interior are determined. From hundreds of fabric and leather samples as well as a virtually endless colour spectrum the equipment variants for the future motor vehicle are determined. All the control and display elements are designed and developed to the optimum.

9. Interior data control model: All the materials and colours are tested for effect on sophisticated 1-in-1 interior models under "real-life conditions". Every material and every colour receives a code and is specified. 

10. Final model: The exterior and the interior with all their details are brought together to make a model. A deceptively realistic representation is created. All the characteristic features of the new car reveal themselves. The exterior shape of the future Mercedes-Benz model becomes tangible.

11. Model approval: The final point of every design process is the model approval by the Board. If this is successful, there is nothing more to stop the production of the new Mercedes-Benz.

Credits: Daimler AG


Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The Advanced Design Studio in Como/Italy

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Integrated in the global Mercedes Design network, the designers at the Advanced Design Studio in Como find an inspiring environment for creative thoughts.

Always a good address: in the Villa Salazar near the shore of Lake Como, Italian fashion designer Gianni Versace used to produce bowties and neckties, before Mercedes-Benz opened the Advanced Design Studio here in February 1998. With its contemporary ceiling paintings, long corridors and different terracotta and wooden floors, the villa, built around 1750, is exceptionally inspiring for the around 20 designers who work here. This also holds true for the region itself: the famous triangle between the cities of Como, Milan and Turin is a centre of fashion and the furniture industry. Traditional crafts are highly valued there – an ideal environment for the Advanced Design Studio.

With its sister studios in Carlsbad (California), Tokyo, Beijing and Sindelfingen, the Advanced Design Studio in Como not only exchanges ideas, but also creative people. Gorden Wagener, Head of Design at Mercedes-Benz, is responsible for all the Studios. Apart from the approximately 440 designers who take care of the series production vehicles, at the five Advanced Design Studios over 60 designers work on the concepts that have enabled the brand with the three-pointed star to look up to a quarter of a century ahead into the future.

A variety of inspirations flow into the concepts for the vehicle interior design – because this is what the Advanced Design Studio in Como has specialised in. Designers can allow their thoughts free rein without immediately having to think of series production. The latter is, of course, the final goal of the ideas and reflections. With the so-called "appreciation model" the designers first implement their ideal conceptions and then look for a way to translate these ideas to series production. This allows for a more consistent and higher-quality result than what would be obtained by upgrading the vehicle interior subsequently.

The tasks of the creative professionals in Como are numerous. They carry out normal research, develop drafts and build models – and always look beyond the horizon in order to develop the automobile interior of the future. A certain fine disregard for old conventional rules is desirable in order to find fresh approaches.

"We don't chase after fashion phenomena", says Gorden Wagener, Head of Design at Mercedes-Benz, "we detect long-term trends which raise the value of our brand over the decades. Ideas which fulfil the highest requirements in terms of technology, performance, comfort and safety." A designer therefore has to "live in the future" and think two to three vehicle generations ahead of their time.

One of the first visible and tangible results produced by the Advanced Design Studios in Como was the interior of the Mercedes-Benz F 400 Carving research vehicle (Tokyo 2001). In 2002 the Vision GST, a forerunner of the Mercedes-Benz R-Class, followed in Detroit; 2003 saw the debut of the F 500 Mind research vehicle (Tokyo). In 2005 saw the public appearance in Washington of the Mercedes-Benz bionic car, and the F 600 HYGENIUS in Tokyo. The Mercedes-Benz F 700 research vehicle presented in 2007 featured an interior design based on cork and Alcantara®. In 2011 Mercedes-Benz presented the research cars F125! and F800 Style as well as the Concept A-CLASS; all three featured interior appointments from Como. Many unusual details of the Concept A-CLASS take their cue from the realm of aviation. Diverse components were restructured: the instrument panel and the centre console, for instance, consist only of a complex brushed aluminium structure. The result is a transparent, light, bionic forming.

Credits: Daimler AG

Copyright © 2012, Mercedes-Benz-Blog. All rights reserved.

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The development of the Mercedes-Benz A-Class: The philosophy - Design as a trademark

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To create fascination and brand identity: that's the objective of the Mercedes-Benz design philosophy, oriented towards long-term effect rather than short-lived trends, it taps into a "gene pool" of brand-typical style elements in the sense of a living tradition. At the end of this process is the car as an individual space for living.

For Mercedes-Benz, design is literally a trademark. Because for over 100 years, design has characterised the image of the brand with the three-pointed star and has made visible typical Mercedes brand values such as fascination, responsibility and perfection. Insofar, design has important tasks on two counts – and Mercedes design has fulfilled them for many years now very successfully: the car's lines fascinate not only because of the product itself, they also serve as a mirror of the philosophy and profile of the Stuttgart-based automotive brand. In other words: design makes brand values visible – and sets its mark on them.

Design should also awaken passion, passion for the automobile and the wish to possess a model. "Love at first sight" has long been a slogan with a great reality content in the automotive trade. After arousing love at first sight, one of the main tasks of the designers is to create a lasting relationship and maintain the love affair over many years. The psychological arc goes from acquaint to recognise to brand awareness. It is not only a question of creating shapely, functional individual products, but of generating brand identity at the same time.

Identity and continuity

However, in order to build up and care adequately for such a successful brand image, long-term strategies and conceptual continuity are essential. New Mercedes models must indeed formally create a bridge to the future, but at the same time their lines may not abandon their origin. This guarantees that every new Mercedes-Benz possesses a clearly recognisable identity and shows its pedigree at the first glance. Although every model displays unmistakeable analogies with its predecessors, it shows a clear formal further development and heralds a new design era.

Given that a product life span of around 20 years is quite realistic for Mercedes automobiles, the designers must not indulge in passing fancies. The high market value which Mercedes-Benz passenger cars retain even after many years on the road is due not least to the fact that a previous model of Mercedes-Benz does not automatically "look" old. Even when new models come out in a model series, they don't detract from their predecessors, which continue to be desirable, in particular because of the enduring appeal of their design.

A Mercedes-Benz is always recognisable as a Mercedes-Benz. Meticulously and with great care, Mercedes-Benz designers ensure that certain style features, while being further developed, are retained in their basic form. Designers then speak of the brand's "gene pool". This is what they tap into, to care for and protect the style of the brand.

A good example of this is the typical Mercedes radiator grille – a feature which has identified and rendered unmistakable the motor car with the three-pointed star for over 100 years. Over this long span of time the radiator grille has been repeatedly developed further in a formal sense. Both in its basic proportions and in its details the designers try to interpret this identifying feature anew, creating a fresh, modern image.

This principle also applies for the sporty counterpart, the so-called SL radiator, which was directly derived from racing in the 1950s and has since become a symbol not only for Mercedes sports cars, but also for the refined sportiness which finds its expression in many model series. In the same manner as the saloon radiator, this element is also constantly being newly interpreted in the formal sense.

Through this detail work, form language and brand image retain their vitality, remain innovative and dynamic, but at the same time unmistakeable.

And yet an all-too-strict interpretation of the striving for formal continuity entails the risk of running into a stylistic dead-end alley, where there is no room for individuality. There is no such formal monotony at Mercedes-Benz; on the contrary: every model – whether it is a luxury saloon, a coupé, a roadster or a compact-class car – presents itself as an independent "personality". The common, well-known basic patterns of the form language are combined with new style elements that at first appear surprising, yet in conjunction with familiar elements condition, ever anew, the perception of the Stuttgart-based automotive brand.

Trends and reality

Recognising and shaping trends are important tasks of the auto designers. They live in the present, but their realm of action is the future. This calls for a very sensitive perception for changes in customers' life habits, for people's new attitudes towards their daily life and for those tendencies concerning form and colour made evident in other sectors such as the furniture industry or the electronics sector, for example. Or for impulses coming from other cultures; this is why Mercedes designers do not only work in Germany, but in Italy, Japan, China and the USA as well. The automaker has set up Advanced Design Studios at all these locations, to act as a sort of seismograph and pick up stylistic trends on site and analyse them to process them creatively. A key issue here is the ability to intuitively grasp that which can attain formal timelessness, and to develop a sensitivity for important, sustainable tendencies in art, culture and society. 

However, having a vision for the future and being able to sense new trends is not enough. Because behind the manifold, diffuse wealth of future ideas on offer there lies the question of which of the currents does a brand like Mercedes-Benz want to allow itself to be influenced by. For Mercedes-Benz it has always been decisive to be, not fashionable, but modern.

That's why what is important is to distinguish between short-lived tendencies and long-term developments and thus identify customers' authentic expectations for the future. Mercedes designers therefore do not need trend counselling but rather a well-founded prognosis and concrete answers to the questions as to how people will live tomorrow, how they will consume and – in particular – how to enthral and inspire future customers. The challenge consists in reflecting about possible future developments and to think further – beyond the reality that bears the seal of trends and fashion.

Passion and practicality

This aspect is probably the most important and interesting of those that determine the work of automotive designers. It is all about people, or, more specifically, about customers and their personality. Because driving a car today means a lot more than reaching your destination in safety and comfort. Today, more than ever, the emphasis is on making the journey itself an experience that is enjoyable because one feels at ease in one's car, and because the car goes well with one's lifestyle – and because it is also possible to express style very well by means of the car. More than ever, the sensory perception of a product therefore plays an exceptional role.

Experience and enjoyment

Keeping the fascination for what is beautiful alive over the years is also one of the most important tasks of the interior designers. Its importance for design work is increasing. The interior of a car is conceived as a space for living, one where a lot of time is spent. That is why a pleasant environment is playing an increasingly important role in the motor car, too.

There is no doubt about it: customers have become both more demanding and more discerning over the years in this respect. They not only want a wide choice of possible appointments from which to pick precisely that which suits their individual taste and personality. They now also set greater store by the use of high-quality materials and precision workmanship. These of course help convey, whilst also making more tangible, values such as aesthetics, comfort and quality as part of the overall visual impression.

The objective of the interior designers at Mercedes-Benz can be summed up in a few words: one gets into the car, closes the doors and immediately feels at home.

Form and function

But for all their love and attention to detail: automotive designers are not packaging artists. It is by no means their task to simply pack new technologies or new vehicle concepts into a handsome form – they contribute decisively towards initiating new ideas and help them on their way to series production, The entire Mercedes-Benz strategic product initiative documents just how closely product strategy, design and technology work together at the Stuttgart-based automotive brand.

Mercedes designers are integrated right from the start in the concept phase and in the development process of new models. That also means: design work is team work; the design studio of a large-series manufacturer is not a dream factory. In a team both designers and engineers have to be ready to make compromises in order to find viable solutions that meet all the requirements. This poses harder challenges for automotive designers than for their colleagues in other industrial sectors. The motor car is one of the few industrial products from which the customer expects not only a handsome exterior, but also a perfectly-designed interior as well. In addition to this, the car is a product made up from different individual areas. Many of these details are quite as complex as entire devices produced in other industrial sectors.

Function and aesthetics, technology and art: what at first sight sounds contradictory has to blend into a harmonious overall concept in a modern car. The objective has been attained if design work and the engineering arts complement each other on a sophisticated level. Thus, practicality and good design are not natural enemies. Technological leadership is an integral part of the brand philosophy and it is the task of design to make this mission visible, while setting trends in its own way.

Visions and emotions

This is what show cars, concept and research vehicles are also for. They are conceived and developed in order to impulse auto-visions, to test new vehicle concepts and technologies, to intensify the dialogue with customers and also to analyse the public's reaction to these auto-ideas. Mercedes-Benz also carries out such auto-studies in order to take a look at the future in respect of stylistic developments and to offer designers a possibility to develop and implement new form languages.

But whether a unique research vehicle or series-produced – a motor vehicle is always perceived with one's senses. No-one can evade its emotional effect. Long before one has any idea about the relevant technical facts or innovations, through its mere appearance – that is, through its design – it awakens desires. It is the responsibility of the designers to awaken and keep alive these emotions. The goal of their work is to create automobiles in the field of tension between technology and design, that are characterised both by technical and emotional intelligence.

The designers' work is a success if customers buy cars not only for purely rational reasons but also with their heart – and mind.



Credits: Daimler AG

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