MB S-Class In Depth

MB S-Class

Four years on from its world debut the S-Class remains one of the most fresh and modern-looking luxury-class cars in the world

45 new photos attached

By Text and photos coutesy Daimler Chrysler AG
September 3, 2002 10:12 PM
Filed Under: Mercedes-Benz

Press Release

Page 1 - At a glance Page 2 - Design & equipment Page 3 - Safety Page 4 - Engines Page 5 - 4Matic Page 6 - Suspension Page 7 - Technical glossary Page 8 - Technical data At a glance
S-Class 2003: The most important facelift features Exterior Interior Engineering In detail
Design and equipment:
Unsurpassed elegance, comfort and driving enjoyment The Mercedes designers who worked on the S-Class facelift had two main goals in view: to update selected details of this successful model series and to reinforce key styling themes. This was quite a challenge, given that the styling of this popular saloon has already picked up numerous awards, like the German Product Design Award, the "Roter Punkt" award for high design quality and the title "Most Beautiful Car in the World" Mercedes styling stresses durability, and four years on from its world debut the S-Class remains one of the most fresh and modern looking luxury class cars in the world, exhibiting a dynamism and aesthetic appeal which are as strong as ever. There was thus no need for a major stylistic reworking. The facelift demonstrates design continuity and at the same time reinforces the theme of sporty elegance which is one of the keynotes of this saloon. Seen from the front, the S-Class presents an even more powerful appearance than before. This is due in particular to the restyled bumper, where three changes stand out: the chrome-trimmed rub strips have been extended towards the centre, the long, horizontal lower air intake has been enlarged and the lower corners of the spoiler now have more muscular contours. These changes make the body appear wider and create a more powerful overall effect. The modifications to the radiator grille serve the same purpose: larger dimensions, redesigned ribs and a steeper angle give a more dominant appearance, which is nevertheless as appealing as ever. Clear headlamp lenses add further elegance The stylish headlamps, the most striking frontal design feature of the S-Class, have been facelifted too. State-of-the-art clear lenses give a revealing view of the technology sheltering behind them, and in conjunction with the high brilliance reflectors add further lustre. A pattern of fine, vertical lines decorates the surface of the lenses, accentuating the striking styling. The six- and eight-cylinder S-Class models are fitted as standard with H7 halogen headlamps. Powerful bi-xenon headlamps are available as an option (standard on the S 600). The side direction indicators in the exterior mirror casings have clear lenses too, which makes them even more noticeable. Also incorporated in the remodelled mirror casings is a new ambient lighting feature which provides enhanced safety and comfort for S-Class occupants when getting in and out in the dark. The lighting is directed towards the ground and is activated automatically when the driver or front passenger open their door, or when the central locking is operated using the remote control. In side profile the dynamic temperament of the S-Class is expressed by the long, slightly wedge-shaped body lines, which convey a coupé-style dynamism and elegance. The new alloy wheels with their lighter paint finish further enhance the sporty lines of the model-year 2003 S-Class. The six-cylinder models receive handsome seven hole (16-inch) wheels, the V8 models seven spoke wheels (tyre size 225/60 R 16) and the eight-cylinder 4MATIC models 17-inch wheels with 225/55 R 17 tyres. The top-of-the-range S 600 model is shod with forged 18-inch, six hole alloy wheels and wide base tyres - size 245/45 R 18 at the front and 265/40 R 18 at the rear. New, dirt protected boot lid handle Like the headlamps, the tail lights too have a modified appearance, which makes the rear of the vehicle appear even more elegant than before. Redesigned reflectors and finer partitioning of the centre area of the lenses create a more brilliant effect. A new and thoughtful feature at the rear is the newly developed, dirt protected handle. The handle slides out pneumatically at a touch of the boot lid lock and automatically disappears again when the lid has been closed. This keeps the handle clean and dry on wet days. Even more convenient is the remote boot lid opening feature on the electronic key, which is standard as before. Optionally, remote boot lid closing is also available. Numerous interior enhancements Following the facelift, the interior of the S-Class now offers even more in the way of luxury and creature comforts. With proverbial attention to detail, the Mercedes designers have redesigned over 40 interior features, or further enhanced them using new materials. Many of the changes are only apparent at second glance, but together they add up to a new statement of typical, exclusive Mercedes-Benz interior finish and quality. Examples in-clude the twin door sill panels in chrome--plated stainless steel, the subtle chrome embellishment of the fine wood trim strips, the new, elegant switches on the centre console, the softer armrests in the doors and the even more precisely defined radii and finer surface grain of the instrument panel thanks to a new, high quality laminate. The padded, leather-trimmed armrest between the front seats now features a longitudinally split lid. At the press of a button the right half opens out to the side and simultaneously the optional mobile phone - or, depending on specification, the receiver of the built-in phone - is raised. At a second press of a button, the entire armrest can be folded backwards, allowing passengers in the rear to use the telephone too. Underneath the armrest is a spacious stowage compartment which is cooled or warmed by the automatic climate control. Optionally, electric heating can be supplied for the rim of the four-spoke steering wheel. After approximately seven minutes the heating power is automatically reduced, and at higher interior temperatures it is switched off completely. COMAND system with larger colour display fitted as standard The centre console control panel has been completely redesigned too. It now includes, as standard equipment on all versions of the S-Class, the multifunction COMAND system, which now features a 30 per cent larger colour display (6.5"). This display, with its new 16:9 format, can also be used as a television screen. The standard fitted COMAND system comprises a radio with VHF, MW and LW reception, four 25-watt amplifiers, a clock and a CD player. The restyled dials and buttons on either side of the colour display can be used by the driver and front passenger to control these and other, optionally available, features like a phone, CD changer or TV receiver. The glove compartment is fitted with a socket for a Walkman or MP3 player. The optional COMAND APS system (standard on the S 600) includes a dynamic navigation module. The integrated CD player can be used to play both audio CDs and the navigation system CD-ROM. Optionally, voice control - LINGUATRONIC (optional) - is available for the car phone and radio. In this case, all the driver has to do is say the word - or words - and the system will, for example, switch to another radio station or to the next track on an audio CD. This technology represents yet another contribution by Mercedes-Benz to road safety, since it means that drivers no longer have to take their hands off the steering wheel or their eyes off the road in order to operate the telephone or audio systems. For passengers in the rear, a separate display has been developed, which mounts at the rear of the centre console. A swivelling support allows the rear display to be adjusted for height, for reach and to either side. Rear passengers can continue to watch TV or videotext on the rear display even if the front COMAND terminal has been tuned to another function (for example the radio), or if the front display has automatically suppressed TV images for safety reasons because the vehicle speed has exceeded 6 km/h. In such cases, the rear passengers can plug the two sets of head-phones in to the colour monitor and can in this way also continue to follow the sound. Additional equipment like a video camera, a digital camera with video output or a games console can also be connected to the rear display. New dynamic multicontour seat adjusts to different driving situations The front seats, too, have undergone a facelift. The result is further improved comfort, while the modified seat console and backrest trim parts with soft effect paint finish provide further eye appeal for the interior. Optionally, the front passenger seat can be equipped with a newly developed bottle holder, which allows large bottles to be held firmly in place without risk of spillage. The optional actively ventilated seats now incorporate further refinements for an even more agreeable seat "climate". For example the diameter of the mini-fans in the backrest has been increased, and the perforations in the leather upholstery have been enlarged. For further improved comfort, soft foam padding underneath the leather now replaces the previous rubberised fibre filling. As an alternative to the proven dynamic multicontour backrest, whose contours can be adjusted to suit individual needs by means of separately inflatable air cushions and which also offers a back massage facility, the S-Class can optionally be supplied with a pioneering new feature: the dynamic multicontour seat. This seat too is equipped with a number of air chambers - one at the front of the seat cushion, two in the lumbar region and one in each of the backrest side bolsters – which inflate or deflate automatically to adjust to different driving situations. These operations are controlled electro-pneumatically by a microprocessor inside the seat which, with split second speed, processes data such as steering angle, lateral acceleration and road speed, then varies the inflation pressure and volume of the air cushions accordingly. For example on a left-hand bend, the system automatically pumps up the air cushions on the right hand side of the backrest to provide more lateral support. This new dynamic function is controlled by high-performance, fastacting solenoids in the integral control unit; the driver and front passenger can select two different settings. "designo couture" interior trim package raises the luxury stakes For customers who demand even higher standards of luxury and comfort on board the S-Class, Mercedes-Benz has developed an exclusive trim package which goes by the name of designo couture. Designo couture offers a selection of finest quality leather upholstery and wood veneer, and is available in highly attractive colours: New S 600 available in special protection version The technically and stylistically revised S-Class for the model year 2003 can optionally be equipped with the internationally proven Mercedes-Benz special protection features. The S-Guard models (S 500 long-wheelbase version and S 600) are equipped by Mercedes-Benz with ex-factory protection conforming to European standards "B4" (high protection) or "B6"/"B7" (highest protection). Depending on specification level, the reinforced bodies are designed to provide protection against attack by hand gun, rifle, hand grenade and explosives. The extremely high resistance of the S-Guard armouring is provided amongst other things by state-of-the-art materials such as glass/plastics combinations and high-strength special steel (high protection/"B4") or composite constructions of special steel and plastics (highest protection/"B6"/"B7"). The S-Guard models are separately developed in accordance with the Mercedes-Benz philosophy of integrated, ex-factory special protection. In other words protective features are not tacked on to a finished vehicle but are incorporated into the bodyshell on a dedicated production line independent of the standard production process. This means that the high or highest protection modifications can be integrated, in accordance with typical Mercedes manufacturing standards, in areas which would not be accessible at a later stage. Outwardly, the S-Guard special protection models are virtually indistinguishable from standard S-Class saloons. Safety:
PRE-SAFE inaugurates a new era in automotive safety Crumple zones, airbags, belt tensioners, sidebags, belt force limiters, windowbags -- these are just some of the milestones clocked up in five decades of intensive and successful safety development work at Mercedes-Benz. These landmark systems have become a matter of course on state-of-the-art passenger cars of today. These pioneering safety features have saved thousands of people's lives and preserved thousands more from serious injury. Thanks to such systems, Mercedes models have now achieved an outstanding level of safety which it would be difficult to improve on by conventional means, since most of the potential of passive safety technology has now been exploited. Further advances require new concepts. Mercedes-Benz has therefore developed an innovative solution which is now poised to inaugurate a new era in vehicle safety: with PRE-SAFE. The model-year 2003 S-Class points the way -- PRE-SAFE will be standard equipment on the flagship Mercedes saloon range. The new Mercedes-Benz safety concept is based on the principle of advance protection: PRE-SAFE can detect an imminent collision before it occurs, and goes into action immediately to prepare both the vehicle and its occupants: In two thirds of accidents, there is enough time before the crash occurs to activate PRE-SAFE protection measures PRE-SAFE is based on the findings of the Mercedes accident researchers which show that more than two thirds of all accidents are preceded by critical dynamic situations -- such as skidding, emergency braking or a sudden evasive maneuvre -- which provide advance warning that a collision is imminent. In the past, no use was made of this valuable "window", which may last several seconds: the familiar protection systems like the seat belt, airbag or belt tensioners are triggered only when the impact actually occurs. PRE-SAFE, on the other hand, reads the danger signals in advance and uses the remaining time prior to the potential accident to activate precautionary safety measures. In other words, PRE-SAFE equips the car with "reflexes", like those of a living organism. Just as sudden danger triggers a reflex action on the part of the organism, which takes precautions to protect itself, so the innovative safety technology of the S-Class immediately triggers special systems designed to reduce the risk of injury to the occupants. Sensors detect accident risk in advance PRE-SAFE gains advance warning of an impending collision due to unprecedented collusion between the active and passive safety systems. PRE-SAFE is linked up to the anti-lock braking system, Brake Assist and the Electronic Stability Program ESP, whose sensors identify critical driving manoeuvres and within milliseconds relay appropriate messages to the control units of these standard-fitted active safety systems. Now, for the first time, Mercedes-Benz is also using the information provided by these sensors as a basis for pre-crash occupant protection, thus opening up a whole new dimension in automotive safety. PRE-SAFE belt tensioners return to their original status if the accident is averted The pre-crash protective measures initiated by PRE-SAFE ensure that by the time an accident takes place, the seating position of the occupants has been optimised and the seat belts and airbags can operate more effectively. In other words, PRE-SAFE is not intended as a substitute for the tried-and-trusted restraint systems such as the front airbags, belt tensioners, sidebags and windowbags but as a complement to them, allowing them to operate with maximum efficiency. If the accident is prevented, the advance tensioning of the seat belts is automatically terminated and the occupants can reset the seats and the sunroof to their original positions. This reversible design means that PRE-SAFE is instantly ready to go into action again if required. Emergency braking triggers pre-crash activation of the belt tensioners If the Brake Assist system on board the S-Class carries out an emergency braking operation, the PRE-SAFE system is triggered too, and takes appropriate precautionary measures: In a skid, PRE-SAFE also closes the sunroof PRE-SAFE uses data supplied by the sensors of the Electronic Stability Program ESP to identify dangerous skidding movements of the vehicle (strong understeer or oversteer). If such a situation is detected, it automatically intervenes: PRE-SAFE builds on the Mercedes-Benz "real-life safety" concept PRE-SAFE is the logical next step in the "real-life safety" concept which the company has been pursuing for many years. The philosophy is that the development of safety innovations should always be based on careful analysis of the causes and consequences of real world accidents. Likewise, the effectiveness of such innovations should be assessed first and foremost with reference to real accident scenarios. This goes both for active safety systems, i.e. systems which like ABS, Brake Assist and ESP are capable of preventing accidents, and also for passive occupant protection systems. The Mercedes-Benz accident research findings have now been translated into a new system, PRE-SAFE, in which both active and passive safety systems work together. In this way PRE-SAFE develops and extends the Mercedes-Benz integrated real life safety concept: Warning phase
Sensors monitor the vehicle's behaviour. When the vehicle's dynamic limits are reached, a warning symbol lights up. Assistance phase
ABS, Brake Assist and ESP® intervene in critical situations and help to make these controllable for the driver. PRE-SAFE
The sensors detect the enhanced probability of an accident. To prepare for the potential accident, the front seat belt tensioners are activated and the front passenger seat and individual rear seats are adjusted to optimal positions. If there is a risk of skidding, the sunroof is closed as well. Light impact
In the case of an impact up to 15 km/h, the bumpers and crash boxes in the front end module absorb the impact energy. The inertia reels on the seat belts are locked. Sensors monitor the impact severity and trigger the airbags only if they are actually needed. Minor accident
In a more serious impact, robust structural members in various parts of the body absorb energy and distribute the forces over a wide area. The belt tensioners go into action. Depending on impact severity, the front airbag may deploy (first stage). Sidebags and windowbags provide protection during a side impact. The fuel supply to the engine is cut off. Serious acci-dent
If there is a more serious risk to occupants, a second stage is activated in the front passenger airbag. The belt force limiters are activated. Rescue phase
The doors are automatically unlocked after the accident. The TELEAID emergency call system (optional) alerts the emergency rescue services in the case of certain types of accident. The hazard warning lights are switched on. Real and simulated crash tests demonstrate the high efficiency of PRE-SAFE PRE-SAFE is the result of some six years' intensive development work by Mercedes engineers. Hundreds of drivers took part in the testing and refining of PRE-SAFE on test tracks and in the DaimlerChrysler Berlin driving simulator. This acceptance testing programme delivered a clear verdict: pre-crash occupant protection in no way restricts the freedom of the driver or the drivability of the car but rather, since the reversible PRE-SAFE belt tensioners keep the occupants firmly secured in the vehicle in critical situations, gives occupants an enhanced feeling of safety. The PRE-SAFE systems now making their world debut in the S-Class represent the first generation of a ground-breaking new Mercedes safety concept. The engineers are already working on further components of an adaptive pre-crash occupant protection system. They see this as the biggest challenge on the safety front in the coming years. Their long range goal is to develop a vehicle whose safety systems take into account occupant characteristics such as size, weight and age and thus combine "advance deployment" with customised protection. Two-stage front passenger airbag takes into account body weight The model year 2003 S-Class sets trends in another way too: the front passenger seat is equipped with a special measuring membrane which allows body weight to be taken into account when deploying the front passenger airbag. The system automatically assigns the front passenger to one of four weight categories. This means that even in low impact collisions, both stages can be triggered in order to offer optimal protection for heavier front passengers. In the case of lighter passengers on the other hand, the second stage is triggered only in a more serious impact. The new membrane, which is a refinement of the seat occupancy recognition system, also ensures that the front passenger's airbag, belt tensioner and side bag are automatically disabled if the seat is unoccupied. Thus this adaptive system also helps to save on accident repair costs. "Up-front" sensors allow precise assessment of accident severity Two newly developed "up-front" sensors in the front end of the S-Class body provide valuable input for adaptive actuation of the restraint systems. Their exposed position allows them to detect how severe the collision is even sooner and with greater precision than the crash sensor on the transmission tunnel. This allows the airbag control unit to further shorten the time lapse between the impact and the point at which the belt tensioners are triggered. At the same time the passenger airbag can be deployed earlier and its two stages can be activated more accurately. In a minor frontal impact, the system fires only one stage of the gas generator, so that the airbag is inflated with reduced pressure. If, thanks to the up-front sensors, the control unit detects a severe frontal collision, it also activates the second generator stage, within some 5 to 15 milliseconds of the first. The airbag is then inflated to a higher pressure, providing appropriate protection for a more serious accident. Windowbags also protect the occupants in a roll-over The windowbags and belt tensioners are now also triggered in a roll-over: from autumn 2002, Mercedes-Benz will be equipping the S-Class with a special sensor which can detect imminent rollovers and which relays all relevant data immediately to the central control unit supervising the restraint systems. Here a microprocessor determines whether the windowbags could provide additional occupant protection in the impending roll-over. If so, they are deployed within the space of just 25 milliseconds. Engines:
Peak performance in all disciplines The Mercedes-Benz S-Class boasts the largest engine line-up in this market segment, with no fewer than six state-of-the-art engines. These six-, eight- and twelve-cylinder engines set formidable standards on power, torque and fuel consumption. Most spectacular of all is the newly developed twelve-cylinder engine of the S 600, which incorporates all the skill and experience of the Stuttgart manufacturer in developing beefy high-tech power plants. Mercedes-Benz is the world's largest manufacturer of V12 passenger car engines: some 19,000 units of the predecessor Mercedes V12 engine have been supplied since 1999. With its twin turbochargers, water-cooled intercooler, three-valve technol-ogy , alternating-current twin-spark ignition and other high-tech innovations, the V12 engine develops power and torque which is unsurpassed in the luxury car market, with 368 kW/500 hp and 800 Newton metres of torque on stream at just 1800 rpm. Thus the new S 600 has over 36 per cent more power than the previous version, and around 51 per cent more torque. Mercedes-Benz offers the new twelve-cylinder saloon in long-wheelbase version only (3085 mm). The performance figures are as impressive as one would expect: Comfort and emissions control to the highest standards Further outstanding features of the new Mercedes twelve-cylinder engine, besides formidable power and torque, include: At a glance: vital statistics of the new V12 engine of the S 600 Modern, light-weight design using aluminium and special steel The crankcase of the V12 is made of die-cast aluminium, with die-cast magnesium used for the two cylinder head covers. Other lightweight components include "cracked" connecting rods made of forged, high-strength alloy steel, hollow-bore camshafts of inductively hardened forged steel, a weight-optimised forged steel crankshaft and a die-cast aluminium oil sump. Engine weight is thereby reduced to 263 kilograms, giving a power-to-weight ratio of 0.71 kg/kW. 800 Newton metres of torque on call at 1800 rpm The enormous power of the V12 engine is largely down to the twin turbo-chargers. Their cast steel turbines are space-savingly accommodated in the exhaust manifold, a position which allows them to develop maximum efficiency. The exhaust gas flow to the turbines is wastegate-controlled, in line with engine speed. The wastegate valves integrated in each turbo-charger are activated electropneumatically by the engine management system. The torque curve of the new Mercedes twelve- cylinder engine in the S 600 shows how effectively the fast-acting twin turbochargers do their job. Peak torque of 800 Newton metres comes on stream at 1800 rpm and remains constant through to 3500 rpm. The turbo- chargers develop a boost pressure of 1 bar. Maximum output of 368 kW/500 hp is developed at 5000 rpm. Twin-spark ignition with constant ion current measurement A high-performance microprocessor controls all engine functions, taking into account a wide range of parameters. The following sensors provide additional input for turbocharger control:
  • pressure and temperature sensors in the intake air manifold for precise measurement of the intake air mass.
  • a sensor upstream of the throttle valve adjuster for measuring current boost pressure.
  • sensors upstream and downstream of the turbochargers for monitoring the pressure ratio, thus ensuring that the turbochargers do not exceed their maximum rotational speed.
The engine management also controls the state-of-the-art alternating-current twin-spark ignition (32 000 V), which features constant ion current measurement at the spark plugs. Using this technology, the engine management is able to identify misfiring and can take action to protect the catalytic converters. If the ion current falls below a certain value at a particular cylinder, fuel injection to that cylinder is automatically interrupted. Ion current measurement is also supplemented by torsional vibration sensing at the crankshaft. Together, the two signals provide the new V12 en-gine with a misfire recognition system of unprecedented accuracy which for the first time operates across the entire load and rpm range of a twelve-cylinder engine. Advanced intercooling system for maximised power output The air compressed by the turbochargers flows through two water-cooled intercoolers mounted on the cylinder head covers. Depending on engine load, the temperature of the compressed intake air can be reduced by as much as 100ºC, thus optimising its temperature and density prior to combustion. The water-cooled intercoolers form part of a special low-temperature circuit in which an electric circulating pump transports heat as required between the intercoolers and a low-temperature water cooler mounted in front of the engine. Automatic transmission and rear differential adapted to the V12 engine To ensure that the high maximum torque of 800 Newton metres can be transferred without problem, the Mercedes engineers have made various modifications to the five-speed automatic transmission of the S-Class. The front planetary gear set has been widened by two millimetres and the centre and rear sets have been widened by five millimetres. This made it necessary to adapt the transmission input and output shafts, which are now twelve millimetres longer than before. In principle, the mechanical and hydraulic layout of the electronically controlled transmission remains the same however, as do gear ratios and gearshift operation. A new feature is the programme selector whereby the driver can choose between "S" (standard) and "C" (comfort) mode. This makes for even closer adaptation of the transmission characteristics to individual driving styles. In the "comfort" mode, the number of gearshifts is reduced and the transmission downshifts later. The driver can select a particular shift programme by pressing a button on the transmission tunnel trim. The drive shaft and rear differential have likewise been adapted to take account of the increased torque of the new S 600. The reinforced rear differential has a ratio of 2.65. V6 engine with 12.5 percent increase in power and torque The proven V6 engine of the S-Class has been further enhanced to give a substantial increase in power and torque. The piston bore has been increased from 89.9 to 97.0 millimetres, thereby increasing the displacement to 3.7 litres. This results in a 12.5 per cent increase in horsepower, which now reaches a peak of 180 kW/245 hp, and an increase of approximately eleven per cent in peak torque, to 350 Newton metres (at 3000 rpm). The various modifications have also had the effect of improving the dynamism, power delivery and refinement of the six-cylinder saloon, which now bears the model badge S 350. The new V6 S-Class accelerates from 0 to 100 km/h in 7.6 seconds, which is 0.6 seconds faster than the previous S 320, while its sprint time from 60 to 120 km/h is just 9.4 seconds. The S 350 has a top speed of 246 km/h, compared with 240 km/h for the previous S 320. Despite the increase in horsepower and performance, the fuel consump-tion of the new S 350 remains the same, at 11.1 litres per 100 km (NEDC combined consumption) -- an outstanding figure in this displacement class. Latest CDI technology brings four per cent fuel savings The dynamic six-cylinder S-Class diesel engine too will be entering the 2003 model year with increased horsepower and torque. At the same time it will also be more economical on fuel. Maximum output of this 3.2 litre powerplant has been increased from 145 kW/197 hp to 150 kW/204 hp and maximum torque reaches a new peak of 500 Newton metres at 1800 rpm (previously 470 Newton metres). The fuel consumption of the S 320 CDI has been cut by four per cent, to just 7.7 litres per 100 km (NEDC combined consumption). This advanced six-cylinder diesel engine is a second-generation Mercedes-Benz common-rail direct-injection engine. This latest generation in-corporates extensive modifications which result in significant improvements in torque, horsepower and fuel consumption. An increase in the maximum firing pressure from 145 to 155 bar, and an optimised gas cycle, result in improved low-end torque and responsive-ness. In the interests of a long operating life, the 10 bar increase in injection pressures is accompanied by various reinforcements to the connecting rods, the aluminium pistons, the crankshaft and the crankcase. Like the V8 diesel engine in the S 400 CDI, the six-cylinder unit too now features a VNT turbocharger with electric guide vane actuation. Electric actuation results in even more dynamic and even more precisely controlled turbocharging than with the previous pneumatic system. The guide vanes are actuated in accordance with an engine management programme, ensuring optimal operation of the VNT turbocharger in all driving situations. This results in faster development of boost pressure at lower engine speeds and thus in significantly increased torque. The effect of these measures can be seen in the impressive torque curve of the S 320 CDI: 250 Newton metres is on call at just 1000 rpm, and at 1400 rpm the engine is already delivering 420 Newton metres. This is some 85 per cent of its maximum torque of 500 Newton metres, which is supplied between 1800 and 2600 rpm. This helps to explain the impressive responsiveness and agility of this diesel model. The performance figures of the S 320 CDI also include a 60 to 120 km/h sprint time of just 8.1 seconds. Injection pressure increased to 1600 bar Thanks to even more precise, more efficient operation of the high-pressure common-rail injection pump, specific fuel consumption has been improved significantly, with NEDC savings of up to 0.3 litres per 100 km. An important feature of the second-generation common-rail direct-injection engines are the new seven-hole injectors, which allow the nozzle hole diameter to be reduced by about 20 per cent, thereby reducing the fuel flow by some 14 per cent. The effect is even finer fuel atomisation in the combustion chambers and better mixture formation. Above all, this brings a significant reduction in particulate emissions. However, if counter-measures were not taken, the greater throttling effect of the smaller injection holes would increase the injection period, which would have a negative effect particularly at high horsepower. In order to shorten the injection period, the injection pressure has therefore been increased from 1350 to 1600 bar. As on all common-rail engines, the injection pressure is available immediately at all times, i.e. even at low engine speeds. Twin pilot injections for quieter operation State-of-the art CDI technology also allows the engineers to achieve further reductions in noise. Instead of the previous single pilot injections - a measure adopted by Mercedes-Benz to compensate for the greater noise produced by direct-injection diesel engines compared with prechamber engines - twin pilot injections are now used. The high-performance sole-noid armature in the new 1600 bar injectors makes it possible to significantly reduce the interval between the pilot injections and the main injection so that now two successive small pilot charges can be introduced into the combustion chambers within the space of less than a millisecond, thus ensuring better preheating. The results are audible, with a further significant reduction in noise. The air filter too has been redeveloped. Its capac-ity has been increased by approximately 35 per cent, and pressure losses have been reduced still further. A wide-band noise damper in the air filter cover and the use of Helmholtz resonators in the boost air ducting have a further significant impact in terms of reduced engine noise. Output ratings from 204 to 500 hp With two six-cylinder engines, three V8s and a V 12, the S-Class offers a wider selection of engines than any other product in this segment. The output ratings extend from 150 kW/204 hp in the S 320 to 368 kW/ 500 hp in the range-topping S 600 model. The vital statistics are shown below: 4MATIC:
Sure-footed at all times
  • Four-wheel drive combined with ESP® and Electronic Traction System
  • Outstanding stability and traction in all situations
  • AIRMATIC air suspension for ultimate ride comfort
  • New front suspension with dual wishbones and anti-roll bar
  • Optionally available for S 350, S 430 and S 500
The 4MATIC full-time four-wheel drive system for the S-Class is one of the most advanced and efficient systems of its kind in the world. From the beginning of 2003, Mercedes-Benz will offer it as an option for the S 350, S 430 and S 500 models. Particularly in adverse weather conditions - for example on wet, icy or snow-covered roads - 4MATIC offers outstanding stability and impeccable traction. The system also increases traction when moving off from rest, when accelerating, when cornering sharply or when travelling on poor roads, helping the driver to stay firmly on track. Thus 4MATIC enhances the already excellent characteristics of the S-Class in these areas, offering typical Mercedes standards of safety and confidence even in the most demanding situations. The secret is the combination of 4MATIC with the Electronic Stability Program ESP® , which on the four-wheel drive models incorporates the 4ETS traction system. Comfort and handling meanwhile conform to the customary high Mercedes standards, thanks to extensively redeveloped front suspension and to the AIRMATIC air suspension, which on the 4MATIC models too is fitted as standard. Another advantage of 4MATIC is that it does without conventional differential locks, which affect the steerability and handling of other four-wheel drive cars. Electronic Traction System 4ETS equivalent to up to three differential locks Instead of differential locks, 4MATIC uses the electronically controlled traction system 4ETS. If one or more wheels lose grip, 4ETS automatically brakes them, thereby simultaneously increasing the amount of power sent to the wheels with traction. These split-second braking impulses achieve the same effect as up to three differential locks:
  1. Rear: If one of the wheels starts to spin it is braked and correspondingly more power is sent to the other rear wheel. In this way the system acts like a rear differential lock.
  2. Front: The same principle applies to the front wheels as to the rear wheels, thus ESP®/4ETS also acts like a front differential lock.
  3. Centre: If both rear wheels spin, both are braked simultaneously, while at the same time the 4MATIC transfer case absorbs the speed difference between the front and rear axle. Thus ESP®/4ETS also acts like a centre differential lock.
The drive is split in a ratio of 40% to 60% between the front and rear axles. This is the best possible split for safe handling and optimal traction. Perfect teamwork: stability control and traction control As an integral part of the Electronic Stability Program (ESP®) the 4ETS traction control system is supplied with a wide range of sensor-derived information about wheel speed, steering angle, the rotational movement of the vehicle and lateral acceleration. A microprocessor uses this information to automatically brake the appropriate wheel or wheels as required, thereby improving traction during take-off on slippery surfaces, or increasing stability during critical manoeuvres. At low speeds, 4ETS brakes up to three wheels, thus replicating the effect of three differential locks and maximising traction. As speed increases, the system gradually reduces the automatic braking pulses in order not to impair stability. This perfect teamwork of ESP® and 4ETS with the full-time four-wheel drive system means that the new S-Class 4MATIC models are not only very safe cars, they are also very dynamic to drive. Like all active safety systems from Mercedes-Benz, 4MATIC immediately alerts the driver when he is approaching the vehicle's dynamic limits. A flashing yellow warning light in the instrument panel unmistakably signals him to adapt his driving style to the road conditions. The heart of the 4MATIC system is a single-stage transfer case with open centre differential, which absorbs the speed difference between the axles. The transfer case is directly connected to the automatic transmission and forms a complete power train with the engine, torque converter and front differential. The front differential is designed as a "hang-on" unit and is space-savingly mounted to the redesigned engine oil sump. A universal-joint propshaft provides a good connection between the transfer case and the front differential. Power is transferred to the front axle by low-noise spur gears which also act as an oil pump, providing lubrication for the transfer case. The rear differential is connected to the power train via a shortened drive shaft. Dual wishbone front axle geared to the requirements of 4MATIC To cater for four-wheel drive, it was necessary to redesign the front axle, replacing the four-link system with a dual-wishbone axle with 4WD-matched kinematics. The precise rack-and-pinion steering system remains largely unchanged, except that the steering gear has been moved further back. At the rear, the new 4MATIC models are equipped with the patented multi-link independent rear suspension , which in terms of safety, dynamism and comfort remains unrivalled. The level of the body at the front and rear axle has been raised by five millimetres in order to provide more ground clearance. Changes to the body of the 4MATIC models are principally focused on the front end and on the main floor in the area of the transmission tunnel:
  • The front side members have been cut away to make room for the front axle shafts. The openings incorporate additional reinforcements.
  • The integral subframe, on which the engine, transmission and front axle are mounted, has been modified to provide clearance for the axle shafts. The steering gear is fitted at the rear.
  • The transmission tunnel has been enlarged to accommodate the transfer case and the front axle shafts.
Three powerful petrol engines for the 4MATIC models In addition to high standards of stability and traction, the 4MATIC models are also strong on dynamism and driving enjoyment, thanks to powerful engines. These comprise:
  • the further improved V6 engine in the S 350 developing 180 kW/245 hp (available with 4MATIC from the beginning of 2003), which gives the four-wheel drive saloon a 0 to 100 km/h acceleration time of 7.9 seconds (provisional figure);
  • the high-torque eight-cylinder engine of the S 430 (205 kW/279 hp), which accelerates the 4MATIC model from 0 to 100 km/h in 7.4 seconds;
  • the powerful and refined V8 engine of the S 500 (225 kW/306 hp), which propels the 4MATIC model from 0 to 100 km/h in 6.5 seconds.
Suspension:
High-tech systems incorporate new refinements
  • AIRMATIC with second automatic lowering stage at high speeds
  • Active Body Control automatically adapts to vehicle weight
The S-Class owes its outstanding ride quality above all to the standard-fitted AIRMATIC system, which combines air suspension with the Adaptive Damping System (ADS) . The flagship Mercedes model range has been blazing a trail with this suspension ever since its world debut in autumn 1998. Now other luxury-class saloons are following suit with air sus-pension systems of their own. For the model year 2003, AIRMATIC now incorporates further refinements. The speed-sensitive automatic body lowering system now adapts even more precisely to driving style and comprises two separate stages:
  • In "comfort" mode the body is lowered by ten millimetres at speeds over 120 km/h and then by a further ten millimetres at speeds over 160 km/h. The previous suspension levels are restored when the speed drops back under 75 and 60 km/h respectively.
  • In "sport" mode the lowering stages are activated earlier, at speeds over 110 and 150 km/h respectively. The previous suspension levels are restored when the speed falls below 70 and 55 km/h.
Measurement of current vehicle weight while on the move Active Body Control (ABC) , the active suspension system pioneered by Mercedes-Benz, will incorporate additional functions as from autumn 2002 designed to further enhance both ride comfort and vehicle dynamics. For the first time it features a new load-adaptive design which measures vehicle weight, and uses it as a further control parameter for the active suspension. The weight is continuously calculated on the basis of the suspension travel recorded by the ABC computer while the vehicle is on the move. Control algorithms are then activated which compensate for the greater bouncing and pitching movements of the body at higher payloads. If the vehicle weight changes, for example because luggage has been removed from the boot, or because a passenger has left the vehicle, the suspension characteristics are recalculated on the basis of the new payload. All S-Class models fitted with the modified ABC system are weighed when they leave the assembly line at the Mercedes plant in Sindelfingen. This vehicle-specific unladen weight is then stored in the ABC control unit where it provides the basis for all subsequent calculations. The load-adaptive feature significantly reduces body roll when the vehicle is fully laden and ensures that even at higher payloads, the vehicle dynamics of the S-Class remain the same as when the boot is empty. Active Body Control is optionally available for models S 400 CDI, S 430 and S 500; it is standard equipment on the S 600. Technical glossary:
Important innovations in the S-Class Active Body Control (ABC) The active suspension system Active Body Control, developed by Mercedes-Benz, resolves the traditional conflict between active safety, responsive handling and ride comfort and is thus an important landmark in passenger car design. Using high-pressure hydraulic servos, an ingenious sensor system and high-performance microprocessors, ABC adapts the suspension and damping to different driving situations. The computer-controlled hydraulic servos or "plungers", which are mounted in the spring struts between the coil springs and the body, develop additional forces which act on the suspension and damping to control body motion. ABC is designed to control body vibrations in the frequency range up to 5 Hz - the kind of vibrations typically caused by uneven road surfaces or by braking and cornering. To control the higher-frequency wheel vibrations, passive gas-pressure shock absorbers and coil springs are used, which can be tuned for high ride quality. ABC virtually eliminates body movements when moving off from rest, when cornering and when braking. Cornering roll on S-Class models equipped with ABC is significantly reduced and there are also safety advantages in high-speed evasive manoeuvres compared with cars with conventional suspension systems. A press of a button on the centre console allows drivers to choose between comfortable or sporty suspension settings. Adaptive Damping System (ADS) The standard-specification AIRMATIC suspension system of the S-Class combines pneumatic suspension with an Adaptive Damping System (ADS), which adjusts the front and rear shock absorber forces to the current payload, the condition of the road surface and driving style. A steering angle sensor, three acceleration sensors on the car body, the ABS speed sensor and the brake pedal sensor constantly measure the lateral and longitudinal acceleration of the body. From this data, the ADS control unit calculates the optimal damper setting for each individual wheel and transmits the relevant signals with split-second speed to special valves on the gas-pressure shock absorbers. These valves are able to switch between four different damping characteristics. Using a selector on the instrument panel, the driver can also switch between a standard mode or a tauter, more sporty mode. This adjusts the thresholds at which the different damping characteristics are activated. In sporty mode, the firmest characteristic is selected earlier, while in comfort mode the softest characteristic remains activated for longer. AIRMATIC Instead of a conventional suspension and damping system with coil springs and gas-pressure shock absorbers, the new S-class is equipped with AIRMATIC, a system which combines pneumatic suspension with the Adaptive Damping System (ADS) to ensure a uniformly comfortable ride and high standards of active safety. AIRMATIC comprises a variety of components which are connected via pneumatic lines and CAN databus (Controller Area Network), namely pneumatic suspension struts front and rear, an air compressor, a central reservoir, air suspension valves, a control unit and various sensors. AIRMATIC is an open system in which the vehicle weight is supported by the compressed air enclosed in the rubber bellows of the suspension struts. Level control is effected by supplying or releasing air as and when required at each individual wheel, by means of fast acting solenoid valves. The necessary data for controlling the valves is supplied by two yaw sensors on the front axle and one on the rear axle, which monitor the level of the vehicle. The air suspension of the S-class not only automatically compensates for different payloads but also enables the vehicle level to be raised manually by 25 millimetres at the touch of a button on the instrument panel. This function is particularly useful when driving over dirt tracks, or badly potholed roads. Actively ventilated seats Leather-trimmed actively ventilated high-comfort seats are optionally available for the S-Class. Built into the seat cushions and backrest are a number of small fans, which draw in air from underneath the seat. Even if extreme heat has built up inside the car, this air will be perceived as agreeable in temperature because it is slightly below the normal temperature of the skin. The air is distributed evenly across the entire surface of the seat via plastic ducts, an air-permeable fabric and fine perforations in the leather, in this way continuously transferring perspiration moisture away from the passengers. Active seat ventilation can be activated by pressing a button in the door panel. This initially engages the highest of three different speeds, or stages. Three blue LEDs above the switch indi-cate the currently engaged speed. In order to prevent chilling, the ventilation automatically switches from stage three to stage two after approximately ten minutes, then after a further ten minutes switches to stage one. Bi-xenon headlamps Xenon headlamps use xenon gas and metallic salts to create light. An electrically generated arc replaces the filament used in conventional light bulbs. The start-up voltage of up to 28,000 V is supplied by an electronic ballast module fitted on the headlamp housings. This technology produces twice the light output of a halogen bulb, has five times the lifespan and consumes 30 per cent less power. This results in much more effective and brighter illumination of the road and road margins, while using only 35 watts. Bi-xenon headlamps are a xenon headlamp which uses a single xenon lamp to produce both the high beam and the low beam. The full light beam is used to produce the high beam, while the low beam is produced by moving a shutter between the bulb and the lens, thus blocking off a portion of the light. The bi-xenon headlamp option for the S-Class (standard on the S 600) also incorporates dynamic range adjustment, which automatically varies the pitch of the headlamps in accordance with the movements of the body and which also compensates for brake dive and squat. Common-rail injection With the state-of-the-art common-rail direct fuel injection used in the S 320 CDI and S 400 CDI, Mercedes-Benz has achieved an ideal compromise between economy, torque, ride comfort and long life. Whereas conventional direct-injection diesel engines must repeatedly generate fuel pressure for each injection, in the CDI engines the pressure is built up independently of the injection sequence and remains permanently available in the fuel line. The common rail upstream of the cylinders acts as an accu-mulator, distributing the fuel to the injectors at a constant pressure of up to 1600 bar. Here high-speed solenoid valves, regulated by the electronic engine management, separately control the injection timing and the amount of fuel injected for each cylinder as a function of the cylinder's actual need. In other words, pressure generation and fuel injection are inde-pendent of each other. This is an important advantage of common-rail injection over conventional fuel injection systems. Brake Assist This system, developed by Mercedes-Benz to shorten emergency stopping distances, takes over if a driver applies the brakes quickly but too gently in a critical situation. The system automatically develops maximum brake boost with split-second speed, so reducing the stopping distance by a significant margin. Tests provide impressive proof of the effectiveness of Brake Assist: on a dry road, most drivers need up to 73 metres for an emergency stop at 100 km/h, since they apply the brakes too gently. With Brake Assist, the car can be brought to a standstill after just 40 metres, a reduction of 45 per cent. Electronic Stability Program (ESP®) The standard-fitted ESP® system selectively applies braking forces to the front and rear wheels in such a way as to reduce the risk of skids and slides and help the driver maintain control in critical situations. The system extends the technology of the anti-lock braking and acceleration skid control systems with a range of additional sensors which are used principally to detect yaw motion. The ESP® computer continuously compares the actual behaviour of the vehicle with the computed ideal values. The moment the car deviates from the direction intended by the driver, specially developed control logic causes the system to intervene with split-second speed to bring the car back on track. It does this in two ways: by precisely controlled braking at one or more wheels and/or by reducing engine power. ESP® in this way helps to stabilise the vehicle in critical situations. Three-valve technology In emissions testing, the load at which large-volume six and eight-cylinder engines operate during warm-up is insufficient for them to be able to attain high exhaust temperatures quickly. Thus there is a delay before the catalytic converter is able to operate at full efficiency. This design-inherent phenomenon can be prevented by further reducing the heat loss which occurs between the combustion chambers and the catalytic converter. One way this can be achieved is by means of three-valve technology, as used by Mercedes-Benz on all S-Class petrol engines. Dispensing with one exhaust port reduces the heat loss from the exhaust stream so that the catalytic converter reaches its operating temperature some twelve seconds sooner following a cold start. Belt force limiters Mercedes-Benz equips the S-Class with belt tensioners on the front seats and outer rear seats which in conjunction with the belt force limiters and airbags significantly reduce the forces acting on the occupants' chest. The belt force limiter is located inside the inertia reel and consists of a torsion bar which turns slowly when a force exceeding a predetermined level acts on the belt strap, thereby producing a controlled reduction in the locking effect of the inertia reel. From a pre-specified point, the inertia-reel seat-belt slackens and the force exerted by the belt strap on the occupant is reduced. LINGUATRONIC The innovative voice control system LINGUATRONIC (optional), which Mercedes-Benz was the first car manufacturer in the world to develop for operating the car telephone, can also be used to control the navigation and audio systems of the S-Class. The system receives the driver's wishes by microphone and then starts up a short interactive dialog. For in-stance, a pleasant female voice answers the command "dial number" with the request "the number, please", and after the driver has spoken the phone number and said "dial", the system automatically starts dialling. In response to the command "CD player" or "CD changer", music very soon starts to flow from the loudspeakers. The heart of the LINGUATRONIC system is a software package which is programmed with voice recognition algorithms and which can take into account the individual peculiarities of the human voice. Consequently, the system can adjust to the individual speaking style of the different users and can thus also understand dialects. Multi-link independent rear suspension Multi-link independent rear suspension was developed on the basis of research into optimised wheel movement geometry, conducted with the aid of practical testing and computer simulations. A wheel not constrained by attachment to an axle has six possible degrees of freedom: it can move in vertical, horizontal or perpendicular direction and it can also rotate about these three directions. The suspension engineers seek to prevent such uncontrolled kinematic behaviour and to restrict the freedom of the wheel to move on anything but a carefully prescribed path. They therefore attached the wheel to five separate, flexibly mounted links, which limit it in five of its degrees of freedom. This ingenious arrangement of links leaves each rear wheel just one degree of freedom - controlled compression and rebound. VNT turbochargers The turbochargers of the two S-Class CDI models electrically adjust the pitch of their guide vanes in accordance with the engine speed in order to use as much exhaust gas as possible for compressing the intake air and developing boost pressure. This type of design is known as VNT (variable nozzle turbine) turbocharging. The system ensures optimal control of boost pressure in all driving situations: at low engine speeds, the guide vanes reduce the cross-sectional area of the exhaust gas stream and boost pressure is increased; at high engine speeds on the other hand the cross-sectional area is increased and the turbocharger operates at a lower speed. Thus in all situations, as much energy as possible is derived from the exhaust gas stream for generating boost pressure. Better cylinder charging and thus higher torque are further advantages of VNT turbo-chargers. Windowbags The standard-fitted windowbags on the S-Class consist of nine chambers with a total volume of approximately 12 litres per bag. Within 25 milliseconds of a side impact the windowbag, which is approximately 2000 millimetres long, inflates like a curtain between the front and rear roof pillars. The inflated bag provides a large protective surface at head level for both the front and rear passenger, regardless of passenger stature and seat position. Under normal conditions, the windowbags are concealed behind the interior trim (roof frame, A-pillars and C-pillars). In the event of an accident, they force this trim inwards as they deploy. The windowbags are also activated, together with the belt tensioners, if the rollover sensor detects a rollover of a certain type. TELEAID The optionally available TELEAID automatic emergency call system is based on the built-in telephone. Following an accident it automatically emits a distress call which alerts the emergency services and guides them to the scene. Depending on the accident type, the emergency call system is triggered either by the standard-fitted crash sensor in the S-Class that is also responsible for activating the airbags and belt tensioners, or by the rollover sensor. The occupants can also send out the emergency call message manually with the aid of a button in the overhead control panel. Following the emergency call, TELEAID automatically establishes a voice link between the vehicle and the regional response centre. TELEAID is at present operational in Germany, Japan and the USA. It will be introduced successively in other countries as well.