Mercedes-Benz Concept Vehicles

A commercial vehicle of tomorrow: EXT-92

The facts

Technical highlights

• Aerodynamic, fully streamlined design
• Proximity radar -> introduced (as DISTRONIC) in the Mercedes-Benz S-Class (W 220)
• Centrally positioned driver's seat
• New instrumentation and control concept
• Rear-view mirrors replaced by video cameras and monitors
• Gas discharge headlamps -> introduced (as xenon headlamps) in the Mercedes-Benz S-Class (W 140)
• LED rear lights -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• LED turn signals -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• Keys replaced by chip card -> introduced 1999 in the Mercedes-Benz S-Class (W 220)
• Electrochromic glazing -> introduced 2002 in the Maybach (W 240)

The EXT-92 (Euro Experimental Truck) concept was designed for use in European long-distance road haulage. All aspects of this highly advanced tractor/semitrailer rig incorporated the very latest – 1992 – state of the art.

EXT-92 had particularly eye-catching styling, which was closely focused on aerodynamic and safety requirements. Drag was much lower than on a conventional truck. In fact the EXT-92's drag coefficient (Cd) of 0.35 came close to that of a car. When traveling in a straight line, a special fifth-wheel coupling pulled the semitrailer closer in to the cab, reducing the intervening gap to about 10 centimeters. To minimize turbulence at the rear of the rig, automatically extending deflectors were fitted to the rear edge of the semitrailer. The excellent aerodynamic efficiency had the effect of reducing fuel consumption and emissions.

The styling was a reinterpretation of characteristic Mercedes-Benz styling practices. The fully streamlined bodywork and the fully enclosed wheels also had benefits for other road users, acting as a lateral underride guard and at the same time preventing spray in wet-weather operation. Hidden behind the Mercedes star at the front was a further safety feature: a proximity radar system. In combination with a visibility-measuring device, this warned the driver of obstructions in the vehicle's path or if the vehicle was getting too close to traffic in front in conditions of poor visibility.

To open the two-part outward-swinging door, the driver used a personal chip card. Three steps, with no ladder, offered standing access to the cab. The seat, too, was easily reached: positioned on a platform in the center of the cab, it automatically swiveled 30 degrees toward the entrance while the instrument panel and steering column moved out of the way at the same time. Once the driver was installed, his preferred settings – including those for the ventilation and radio – were reactivated by the data stored on the chip card.

A key feature of EXT-92 was ergonomic design

All instruments and controls were clearly arranged by function. The central display unit was flanked on either side by 10-inch monitors which showed the driver what was going on right the way round the vehicle and had many more capabilities than conventional rear-view mirrors. Amongst other things the six video cameras installed at points all over the vehicle scanned the areas directly in front of and behind the vehicle and eliminated the blind spot.

The fixed impact absorber in the steering wheel, which housed the airbag, also featured buttons for frequently used functions such as the horn, station search, sound volume and windshield wipers. These multifunctional buttons allowed the driver to call up a wide range of information in the central display and to control a variety of vehicle systems. Depending on the task in hand, the buttons "dynamically" altered their symbols and functions. The parking brake and gearshift were combined in a single seat-mounted lever, whose position indicated the current status of these functions.

Anywhere in Europe, state-of-the-art communication technology including a fax, telephone and CB radio, allowed the driver to stay in touch with fleet headquarters, other drivers and customers.

Since a long-distance truck serves as both a living and a working environment, the cab of the EXT-02 was designed to make life on board as pleasant as possible on long journeys. The specification included a kitchen unit with microwave, refrigerator and freezer compartments, a coffee machine, a sink and two folding tables. An assortment of surfaces, cupboards and drawers provided ample stowage space for personal effects. When required the 80-centimeter-wide bunk could be converted to a seat bench, while the co-driver's seat, with its reclining function, leg rest and multi-way adjustment, offered long-haul comfort on a par with a first-class airline seat. The electrochromic windows were automatically or manually adjustable for tinting. They could even be dimmed right down so as to darken the cab during rest breaks.

The advanced lighting technology of the EXT-92 was developed specially for this concept vehicle. The rear lights consisted of numerous LEDs which formed a band right across the vehicle. LED technology provided the basis for a very visible and flexible rear warning system. The driver of the EXT-92 could even inform and warn traffic behind about traffic conditions in front of the vehicle which they would otherwise be unaware of.

The front light units housed the dipped beam, main beam and fog lamp, along with special "maneuvering lights" for the critical areas in front of and behind the vehicle. The dipped beam was provided by a gas discharge lamp – today known by the name xenon headlamp – which provided significantly improved road illumination. Like the rear lights, the front turn signals were LED-based.

The Mercedes-Benz EXT-92 created quite a stir in 1992. And even if modern tractor units haven't (yet) caught up with its futuristic styling, many of the interior features have already been incorporated into trucks of today. With EXT-92, Mercedes-Benz has once again proved the point that the technology of a concept vehicle stands or falls by its future relevance.

Giving the brand a new face: the coupe concept

The facts

Technical highlights

• Four-headlamp face -> introduced 1995 in the E-Class (W 210)
• Fastback tail -> introduced 2000 in the C-Class sports coupe (CL 203)
• Gray-tinted all-glass roof -> introduced 2002 in the E-Class (W 211)
• Step-in light
• Front seats with asymmetrical head restraint mounting ("Ergo Wing seats“)

The coupe concept introduced the world to the "four-headlamp" design which would later become the new face of the brand. With a slimline radiator grille, four separate oval headlamps – two large ones on the outside and two smaller ones on the inside – and powerfully sculpted fenders, the new design immediately unleashed a debate. Could this be the future face of Mercedes-Benz cars? Certainly the brand's designers thought that it could – and by presenting this near-production concept they got the opportunity to consult the public before taking any decision. A constructive dialogue followed. Needless to say, the previous face with the rectangular lights still had its supporters. But the response to the four-headlamp face was overwhelmingly positive – and that meant a thumbs-up for production. The first model in which the new front-end design hit the road was also one of the brand's most important models. It was the all-new four-headlamp E-Class, which appeared in 1995.

The Geneva concept car was also intended to test the waters on another question: how would customers react to a new four-seater Mercedes-Benz coupe? This question too received a clear answer – considerable numbers of them would jump at the chance to buy a car like the one presented in Geneva. They had a while to wait however – until 1997, which was when the concept car became reality in the CLK coupe (C 208). The production model bore an uncannily strong resemblance to the Geneva concept, showing just how close to the "finished article" the styling of Mercedes-Benz concept cars can be even well before they actually go into production. "We don't go in for quirky show cars with pointless special effects. Such cars may cause a stir briefly but they are usually forgotten within the space of a few motor shows," is how Design Chief Bruno Sacco put it. In 1998 the CLK coupe was followed by the convertible version and the CLK now became a small product family in its own right. The technical platform and some components were supplied by the C-Class.

Interestingly, although the coupe concept shown in Geneva did have a tail section, albeit short-cropped, it did not have a conventional trunk lid. In its place was a large tailgate which incorporated the rear screen and extended down as far as the edge of the bumper, making this the first ever "fastback" Mercedes. In fact the concept car already hinted to a small extent at a future model – which only made its debut in the fall of 2000 – in which the tailgate became a defining styling feature. That was the C-Class sports coupe.

The elegance of the exterior continued uninterrupted into an interior with four single, individual seats. Here the emphasis was on fluency of form and an absence of frills. The center console, running all the way through from the dashboard to the parcel shelf, was a key design element. Smooth leather, luxurious microfiber fleece and wood paneling created a driving environment which was refined and elegant. At the same time the ergonomics were designed to the high standards for which Mercedes-Benz is renowned. This could be seen for example in the front seats with their asymmetrical head restraint mounting. These "Ergo Wing" seats had an elaborate inner structure which belied their ethereal appearance. And they were every bit as comfortable as they looked. Even at shoulder level they offered excellent lateral and spinal support.

The coupe concept was not just a show car but fully drivable. The hood sheltered an eight-cylinder 5.0 liter engine developing maximum power of 235 kW (320 hp) and maximum torque of 470 Newton meters at 3900 rpm. This too was a taste of things to come, presaging the future CLK 500. With its 485 liter trunk meanwhile, the coupe also showed careful attention to practical requirements.

A car is a many-sided product. By contributing to so many subsequent production models, the Mercedes-Benz coupe concept proved that this can be just as true of a concept model.

Redefining the compact class: Vision A 93 and "Studie A"

The facts

1. Four-stroke three-cylinder gasoline engine, 1.2 liter displacement, 55 kW (75 hp), front-wheel drive, continuously variable transmission (CVT)
2. Three-cylinder diesel engine, 1.2 liter displacement, 44 kW (60 hp), front-wheel drive, continuously variable transmission (CVT)
3. Electric induction motor, 40 kW (54 hp)

Technical highlights

• Sandwich floor -> introduced 1998 in the A-Class (W 168)
• ARTHUR (Automatic Radiocom Communication System for Traffic Emergency Situations on Highways and Urban Roads) -> first introduced by Mercedes-Benz 1998 in the Mercedes-Benz S-Class (W 220) under the name TELEAID
• Navigation system -> introduced 1995 in the Mercedes-Benz S-Class (W 140)
• Three-cylinder engines -> introduced 1998 in the smart city coupe (later known as the smart fortwo)
• Aluminum body

Following closely in the tracks of the "urban and short-distance vehicle" (NAFA) concept of 1982 and the F 100 research vehicle of 1991, Vision A 93 introduced numerous ideas which were new to the automotive industry. That's hardly surprising given the ambitious objectives the engineers had set themselves in their design specifications. They included attractive design, subcompact exterior dimensions, a spacious interior, high everyday practicality and interior adaptability, highest standards of all-round safety conforming to typical Mercedes standards, low-pollutant, fuel-efficient engines and scope for alternative propulsion technologies.

All these objectives were met. Vision A 93 and the subsequent production model, the A-Class, can be credited with having had an important impact on the compact segment, which underwent extensive changes following its appearance. "Vision A 93 will redefine the whole concept of the compact car," predicted Jürgen Hubbert, Head of the Mercedes-Benz Passenger Car Division, at its unveiling. "It proves that it is possible to translate the traditional Mercedes qualities like safety, comfort and reliability to a considerably smaller format, thereby securing urban mobility into the future." And Dr. Dieter Zetsche, then Board of Management member responsible for Passenger Car Development, added: "Vision A 93 inaugurates a new era in automotive development. Mercedes-Benz is the first vehicle manufacturer to come up with a drivable near-production compact car concept which resolves the conflict between minimum overall length and maximum safety. Vision A 93 brings together both aspects into a single format which also offers the typical Mercedes qualities."

Unusual challenges – Vision A 93 was to be small but at the same time spacious – called for unusual solutions. And that's exactly what the Mercedes engineers came up with when they developed the "sandwich floor". In Vision A 93 the engine and transmission formed a compact unit which sat mainly underneath rather than in front of the occupants – a solution which also helped to maximize interior space. The distance between the driver or front passenger and the rear-seat passengers was 82.5 centimeters. That was the kind of figure previously only associated with upper mid-range models, as the press information was quick to point out. The concept vehicle was just 3.35 meters long, and the first version of the production vehicle, the short-wheelbase A-Class, measured just 3.60 meters. Another benefit of the sandwich floor was the high seating position, which gave a better view and added to the sense of safety.

The sandwich principle also allowed Vision A 93 to meet the same high standards as other Mercedes-Benz models on safety. In a frontal collision, the engine was shunted out of the way under the floor, thus preventing intrusion into the passenger compartment. This is an ideal solution for a vehicle with a short front section and therefore a short crumple zone. In other respects too, crash safety conformed to Mercedes standards. Further safety features included full-size driver's and front passenger's airbags, belt tensioners, large side impact protectors in the doors and an integrated child seat in the rear.

On styling, the Vision A 93 engineers were faced with a creative challenge. The unusual proportions – short and tall – made coming up with an aesthetically pleasing overall design rather tricky. At the same time, although this was intended to be a small car it was not supposed to look small. But the designers proved equal to the challenge. What they did was to develop an "integral" shape with an appearance similar to that of a people carrier. The windshield was positioned well to the front, with a high roof and a level floor. The short front end was skillfully integrated in the overall design.

Mercedes Design Chief Bruno Sacco described the aim as follows: "The combination of compact exterior dimensions, a high frame/floor and a spacious interior is a new one for Mercedes-Benz, and results in unusual proportions. By incorporating large window areas and a lower waistline, we have been able to tweak these proportions so that the Vision A appears larger at first sight than it actually is. Nevertheless a variety of telltale Mercedes features convey a sense of safety, elegance and soundness, and make this more than just a compact vehicle. Together with the innovative engineering they make Vision A every inch a genuine Mercedes-Benz. The styling sets trends rather than following them, blazing a trail for future generations of urban and short-distance vehicles."

A further important feature of Vision A 93 was environment-friendly design, for example as regards the powertrain. Three versions were presented. Two 1.2 liter, three-cylinder internal combustion engines – a direct-injection diesel engine (44 kW/60 hp) and a gasoline engine (55 kW/75 hp) – offered excellent fuel efficiency and lowest possible emissions. They were combined with a continuously variable transmission (CVT), which brought further benefits for economy. At the same time a further version was presented which featured a 40 kW/54 hp electric induction motor, whose battery gave a range of 150 kilometers in urban operation. Also, as the design specifications had envisaged, Vision A was well-suited for other types of alternative propulsion as well. Since 1997, Mercedes-Benz has been using the A-Class in fuel cell trials. This had been planned from the outset, and is mentioned in the original Vision A 93 press kit. Another environmental feature was the use of natural materials in the interior like flax and wool, along with new types of materials which were designed for recyclability.

Vision A 93 also explored the use of aluminum, with an all-aluminum body structure consisting of high-strength extrusions. This brought weight savings of approximately 70 kg compared with a similar body made of sheet steel. The gasoline-engined Vision A weighed just 715 kilograms, the diesel version just 735 kilograms. The electric version, at approximately 1,000 kilograms, was no heavyweight either, despite the extra weight of the battery.

As Vision A and the A-Class demonstrate, even for an unusual design like this the timeframe from concept to production can be quite short. The new compact model proved something else as well: that unusual concepts will always find a place on the market provided they are well thought-out and genuinely focused on future needs.

Small but not tiny: MCC (Micro Compact Car)

The facts

1. Eco-Sprinter: 40 kW electric motor, rear-wheel drive
2. Eco-Speedster: three-cylinder gasoline engine, rear-wheel drive

Technical highlights

• Innovative interior space concept with an exterior length of just 2.50 meters
• Underfloor engine and transmission -> introduced 1998 in the smart city coupe (later name: smart fortwo)

Although NAFA was soon forgotten by the public, it was not forgotten by Mercedes-Benz, which remained keenly interested in the idea of a compact city car and continued to work on one. This resulted, in 1994, in the unveiling of the compact MCC (Micro Compact Car) concept. "This is a project which combines pro-environmental design, emotion and intelligence," said Helmut Werner, President and CEO of Mercedes-Benz AG at the time.

The MCC had its roots in NAFA – the dimensions were largely identical – but it also branched out in new directions. Fuel-efficient engines drove the rear wheels via an automatic transmission, and the concept car was also equipped with air conditioning, power steering and belt tensioners. The designers reverted to conventional steering and doors however – the NAFA solutions were optimal, but for volume production they would have been too elaborate and expensive for a vehicle of this size.

The two-seater interior is ideal when driving solely around town, where statistics show that average vehicle occupancy is just 1.2 persons. The exterior length of 2.50 meters might not sound a lot but in the MCC two people enjoy a sense of spaciousness normally associated with a much larger car – and there's still plenty of room to spare for luggage and other items. On the question of safety meanwhile, the MCC was a significant improvement over NAFA. To this day the MCC offers unparalleled safety for a car of this size, allowing Mercedes-Benz to put an end to the prejudice that small cars are unsafe. This is achieved by the underfloor location of the compact engine/transmission module, the same principle that is used in the Mercedes-Benz A-Class.

The MCC was extremely agile and fun to drive, not to mention the fact that it certainly stood out from the crowd. Mercedes-Benz had come up with a clean-sheet exterior and interior design which was innovative, appealing, dynamic and even somewhat provocative.

Two drivable versions of the Micro Compact Car were presented at the public debut in Stuttgart. The "Eco-Sprinter" was a particularly "green" machine. With an electric motor delivering 40 kW of power, it also featured extensive use of high-quality renewable natural materials and recyclable components. The roof was fitted with solar cells which provided power for the interior fan even when the car was parked.

The "Eco-Speedster" meanwhile had a removable roof so that with a few quick and easy adjustments it could be transformed into an al fresco convertible. With the top down, safety was ensured by a reinforced windshield frame and an integrated roll-over bar. The Eco-Speedster was powered by a three-cylinder gasoline engine.

The MCC, Mercedes-Benz's vision for a city car, is a vision no longer. By 1998 it had already gone into production as the smart city coupe, which was later renamed the smart fortwo. Since then, smart production has reached almost 600,000 units. With the arrival of the roadster, the coupe and the smart forfour models, smart has already spawned its own model family and become a mature brand.

A fresh vision for the roadster: SLK I and SLK II concepts

The facts

Technical highlights

• Vario roof -> introduced 1996 in the Mercedes-Benz SLK (R 170)
• Carbon fiber dashboard

The SLK concept took a variety of design cues from its imposing big brother, the SL, producing its own variation on the latter's themes of elegance and dynamism. The result was styling which looked to the future while at the same time being firmly rooted in the tradition of the Mercedes-Benz brand. "Styling which refers to nothing beyond current modernity would not be Mercedes styling," said Design Chief Bruno Sacco. The face, the short overhangs front and rear and a pronounced wedge shape emphasized the affinity with the SL and gave an impression of agility. In other areas the SLK concept took a tangent however, for example in its compact exterior dimensions and various other highlights. These included the sheathed roll-over bars behind each of the two seats, which harked back to the successful 300 SLR sports car of 1955.

A pared-down look can be quite desirable in a roadster, as the interior of the SLK concept attested with an abundance of exposed, gleaming metal surfaces, only twenty percent of which sported any trim or cladding; in the later production SLK of course, it was a different story. A key design element was a dashboard of very lightweight carbon fiber material which gave the appearance of floating in mid-air. Two stowage nets underneath it continued the minimalist theme, although they were at the same time perfectly practical. The instruments were aluminum-rimmed, as was the ignition lock, which was positioned in a horizontally swiveling hemisphere. Set in a second aluminum hemisphere in the center console was the short gearshift lever. Minimalism and low weight – these themes, complementary and appropriate in a sports car, were indulged extensively in the SLK concept, right down to the perforated aluminum accelerator, brake and clutch pedals.

The second SLK concept exhibited a different interior. Appropriately in light of the venue – Paris – the keynote was elegance, with plentiful luxurious leather trim. As on the outside there was a preponderance of blue. This was a salute to the host country, since blue was the traditional color of French racing cars. There was no attempt to be too fashionable, however. "We have to remain true to ourselves," commented designer-in-charge Peter Pfeiffer, "we don't want to pretend to be something we're not, i.e. fashion designers." For the most part, the bodywork of the second SLK concept differed from the first only in minor details, although it did sport exposed roll-over bars and the aforementioned vario roof, which folds down into the trunk at the touch of a button.

Mercedes-Benz concept vehicles are normally not only drivable, they also demonstrate the brand's high safety standards. The SLK concept was a case in point. Its sturdy windshield frame, sturdy roll-over protection and extremely rigid body structure offered the maximum in passive safety. Further safety features included full-size airbags in the carbon fiber steering wheel or, for the passenger, in the instrument panel, plus belt tensioners. Like all Mercedes cars, the SLK concept was also equipped with an anti-lock braking system (ABS).

The SLK concept was based on its own custom-designed platform. In classic sports car tradition, it used a five-speed manual transmission to transfer the power from the state-of-the-art four-cylinder four-valve engine to the rear axle. Sheltering behind the new-design five-spoke alloy wheels were vented disc brakes with fixed four-piston calipers.

The SLK concept was sporty, it was light in weight and it inspired the engineers, the marketing staff and above all the customers in equal measure. The production vehicle (R 170) appeared on the market in 1996 and by the end of its cycle, in early 2004, 308,000 units had been built. Now the success story is being continued by a new SLK, the R 171.

Affordable and roomy: FCC (Family Car China)

The facts

Technical highlights

• Sandwich floor -> introduced 1998 in the A-Class (W 168)

The main features of the FCC concept were its large interior space within compact exterior dimensions, coupled with highest standards of comfort, quality and environmental acceptability. "Above all the FCC offers superior standards of safety, reliability and adaptability," said Jürgen Hubbert, Board of Management member of the former Mercedes-Benz AG responsible for the Passenger Car Division.

The "Family Car China" was radically different from conventional passenger car designs in this class. The body, with its pioneering one-box styling, presented an integral appearance similar to that of a modern people carrier. This had practical benefits: the driver, front passenger and up to three rear-seat passengers enjoyed standards of spaciousness which went well beyond what was previously the norm in the compact segment, putting the FCC on a par with an upper mid-range sedan. Nevertheless the FCC was shorter than normal compact cars in its class, with an overall length of 3.56 meters and correspondingly modest road space requirements.

The Mercedes-Benz FCC met high standards in the field of safety, too. This was achieved mainly by the underfloor location of the compact engine/transmission module, which slid under the floor in the event of a frontal impact. Further occupant protection was provided by airbags, front belt tensioners and head restraints on all seats. The occupants were also well protected in a side impact, due to the higher seating position.

The Mercedes-Benz FCC concept was equipped with a state-of-the-art 1.3 liter 40 kW (55 hp) gasoline engine with three-way catalytic converter. This gave the FCC a 0 - 50 km/h time of less than six seconds, offering good performance around town, a theoretical top speed of close to 150 km/h and fuel consumption of approximately four liters per 100 km.

The FCC was capable of being produced in a variety of different versions, from the five-door five-seater base version and a people carrier version with three rows of seats and capacity for seven passengers to a five-seater pickup with a small cargo area for bulky loads or a two-seater panel van with plenty of carrying capacity.

Something Mercedes-Benz excels at, as it has demonstrated on many occasions, is developing vehicles as part of a larger mobility strategy. The Family Car China is one such example, one which also shows that compact exterior dimensions can be perfectly compatible with large interior space and highest standards of comfort, quality and environment-friendliness.

Comfort in all situations: AA Vision

Technical highlights

• Electronically controlled four-wheel drive -> introduced 1997 in the M-Class (W 163) under the name 4ETS
• Flexible interior configuration possibilities
• Two sunroofs
• Navigation system
• Car phone with hands-free system and steering wheel control buttons

AA stood for "All Activity" – a clear sign that this vehicle was intended for an extensive range of applications. The AA Vision was equal to any situation, be it on or off the road, in the town or in the country, in the sphere of work or in the sphere of leisure. The vehicle which emerged, designed by teams in Germany (Sindelfingen) and the USA (Irvine, California), parted company with previous sport-utilities. Whereas these were mostly derived from commercial vehicles, and therefore had relatively indifferent comfort and handling, Mercedes-Benz was well aware from its international market research that future customers were looking for something rather more sophisticated than this. And that was exactly what the AA Vision aimed to provide.

For one thing the AA Vision moved on from the classic two-box design of previous SUVs. Its integral styling was in line with the company's overall design philosophy – for one thing it was strikingly dynamic. The front-end treatment, with the raked headlamps and the prominent Mercedes star, was distinctive and cutting-edge while at the same time being recognizable as belonging to a Mercedes. At the same time the broad wheel arches gave the AA Vision a sturdy and rugged stance. The body was not only stylish however but also purposeful, for example the short front and rear overhangs translated into large angles of approach and departure in offroad operation. The aerodynamics too had been carefully honed, to reduce fuel consumption and wind noise.

The AA Vision catered for a full range of leisure requirements. For example it featured a roof rack system for carrying bicycles, surfboards or snowboards and a rear bumper with a retractable trailer hitch. Mounted on the tailgate were not only the spare wheel but also high-quality Bose loudspeakers which could be swiveled round for outdoor listening. The interior offered flexible configuration possibilities and generous carrying capacity for additional equipment and luggage. Two sunroofs provided a view through the roof and could be opened to admit fresh air, while a navigation system helped to keep drivers on course both offroad and in town. The phone could be controlled using the buttons on the steering wheel, and the microphone for the hands-free system was located in the sun visor.

Safety was up to the usual high Mercedes standards. The body was mounted on a rigid frame, providing protection for the occupants and at the same time ensuring crash compatibility with other vehicles. As well as two front airbags, the AA Vision was also equipped with two side airbags – something which could by no means be taken for granted at the time, in 1996. An anti-lock braking system ensured safe braking, while the Electronic Stability Program ESP kept the vehicle on the road in critical situations – subject to the laws of physics.

An innovation which made clear the AA Vision was a serious offroader was permanent four-wheel drive. The electronically controlled system identified any wheel or wheels which were losing grip and transferred their power to the other wheels, thereby maintaining optimal traction. Unlike many SUVs, the AA Vision had four-wheel independent suspension, giving excellent ride comfort.

After all, the AA Vision was also designed to be a comfortable and convenient vehicle in ordinary, everyday driving, be it on short or longer road journeys or just a trip to the shops. It was an all-round vehicle which Mercedes-Benz knew would set standards, since it went far beyond anything offered by conventional SUVs.

The AA Vision was a vision which had already progressed far down the road to reality. The very next year, in 1997, it went into production as the M-Class in Tuscaloosa, Alabama, USA. More than two thirds of its components were built in North America, although its engines and transmissions came from Germany, making it a symbol of cooperation within a globally based company.

Luxury finds a new language: Maybach

Technical highlights

• Reclining seat with large thigh support and swiveling footrest -> introduced 2002 in the Maybach (W 240)
• Electrically adjustable single seat with thigh support -> introduced 2002 in the Maybach (W 240)
• Rear-seat entertainment system: 20-inch flat TV/video screen, high-performance sound system with radio, CD changer and minidisk player, functions controllable via two small six-inch monitors -> introduced 2002 in the Maybach (W 240)
• High-end communication system with three mobile phones -> introduced 2002 in the Maybach (W 240)
• Electrochromic roof -> introduced 2002 in the Maybach (W 240)
• Headlamps with adaptive lighting technology -> introduced 2003 as bi-xenon headlamps with Active Light System in the Mercedes-Benz E-Class (W 211)
• V12 engine with automatic cylinder cut-out -> introduced 1998 in the Mercedes-Benz S-Class (W 220)
• Active suspension with electronically controlled springing/damping system -> introduced 1999 in the Mercedes-Benz CL (C 215)
• Sequential turn signals
• LED tail light, brake light, rear fog lamp, reversing light and turn signal -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• Hybrid body construction consisting of fiber composites, aluminum and magnesium

Both the vehicle and its name were a tribute to Wilhelm Maybach, the inspired engineer who worked with Gottlieb Daimler when the automobile was still in its infancy, as well as to his no less gifted son Karl Maybach, who in the 1920s and 1930s built luxury automobiles of the highest distinction and repute. The Tokyo concept was also, however, a salute to the many Mercedes customers who demand ultimate luxury because, quite simply, that's their way of life.

The Mercedes-Benz Maybach concept was enthusiastically received by the public, ensuring that this model too was able to move forward to volume production. The first hand-finished models left the Maybach manufacturing facility in Sindelfingen in 2002. Their radiator grille was graced not by a Mercedes star but by the Maybach "double M" insignia, Mercedes-Benz having decided to revive the renowned name as a brand in its own right.

The Maybach gave the engineers and designers a rare opportunity to follow up on all those ideas which they would normally reject as being too extravagant. The result was a car which represented the absolute ultimate in ride comfort, timeless styling and consummate engineering.

At 5.77 meters, the exterior length of the concept exceeded that of the long-wheelbase version of the Mercedes-Benz S 600 by almost 56 centimeters. Its wheelbase was exactly 40 centimeters longer and it was also six centimeters taller and six centimeters wider. The regally spacious interior was used to full effect, since the Maybach was designed as a chauffeur-driven car. The styling had been honed at the Daimler-Benz Design Center in Japan, and was based on a perfect balance between two dimensions: tradition and innovation. Two-tone paintwork, fine metal fittings, refined interior materials and numerous special high-tech features all helped to define the ambience of this unique sedan, whose elegant silhouette was emphasized by a luminescent strip running along the waistline. This took the form of an extremely thin luminescent film whose color and brightness could be adapted to suit the owner's tastes, and which gave the effect of a dynamic light sculpture.

The driving area showed careful attention to the needs of the person at the wheel, not only in terms of the actual driving task but also of ambience. Most pampered of all however were the rear-seat passengers, whose first impression was one of extreme spaciousness. The sumptuous interior, with plush materials like cream-colored leather, select wood, subtly smoked glass and high-grade metal trim, created a lounge-like environment. The two individual seats were independently power-adjustable and invited their occupants to sit back and luxuriate in their surroundings. The right-hand seat, which reclined like a first-class airline seat, featured a large thigh support and swiveling footrest. This seat went into production in the long-wheelbase Maybach 62, while the left-hand seat, which likewise featured a comfortable reclining position, was adopted in the Maybach 57.

The high-class luxury furnishings of the Tokyo concept also included a bar from which the passengers could help themselves to hot or cold drinks, a humidor for cigars and a high-end communication system comprising three telephones. One of these served exclusively as a data line enabling the onboard personal computer to access the Internet, e-mails or an office network, so that passengers could carry on working while they were in transit. The second telephone allowed the chauffeur to take calls and route them through to a separate receiver in the rear. The third telephone was exclusively for the private use of the rear-seat passengers.

The lavish Maybach entertainment system included a roof-mounted 20-inch flat screen for unspoiled TV/video viewing, with a high-end sound system providing excellent sound quality both for this equipment and for the radio, CD player and minidisk player. Rear-seat passengers could control all functions using two small six-inch touch-sensitive monitors on the left- and right-hand sides of the passenger compartment. The well-thought-out menu structure was intuitive and easy to use.

One particularly neat piece of technology was the electrochromic glass roof. When passengers looked out from the vehicle, the glass could either appear completely clear and transparent, producing a natural daylight ambience, or at the push of a button could become translucent like a gemstone. The transparent or translucent effects were activated by applying a voltage to a conducting polymer layer situated underneath the glass.

The Maybach's high-tech engineering included an active suspension system featuring electronically controlled springing and damping at each wheel. The active suspension system provided excellent ride comfort and counteracted all roll movement when cornering.

The lighting technology at the front and rear of the Maybach was ground-breaking. The front headlamps incorporated different reflectors for different operating conditions, such as urban driving, driving in bad weather or motorway journeys. An electronic system controlled the headlamps adaptively, matching the light direction to different driving situations. The sequential turn signals were more visible to other road users. In all the various segments of the rear lights – the tail light, brake light, rear fog lamp, reversing light and turn signal –LED technology was used.

The bodywork of the luxury concept car was an innovative hybrid construction which achieved significant weight savings by using fiber composites, aluminum and magnesium.

The Mercedes-Benz Maybach concept car exhibited at the 1997 Tokyo Motor Show offered a future perspective on the technology and equipment of luxury cars of tomorrow. Today, the Maybach has long since moved out of the future and into the present – even if it does still sometimes seem as if it were a car from another world.

Exclusive sports car: Vision SLR

Technical highlights

• Chassis consisting of fiber composites and aluminum -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• Carbon fiber bucket seats -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• Electrohydraulic brake system -> introduced 2001 as Sensotronic Brake Control (SBC) in the Mercedes-Benz SL (R 230)
• Brake discs made of fiber-reinforced ceramic -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• Front headlamps with adaptive lighting system -> introduced 2003 as bi-xenon headlamps with Active Light System in the Mercedes-Benz E-Class (W 211)
• Bi-functional xenon projector-beam headlamps for both low and high beam -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• LED tail lights -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• Rear license plate illuminated by a special luminescent film

The body of the Vision SLR expressed dynamism and power. The striking front section with the V-shaped nose and the distinctive twin-airfoil design – a motif which was repeated at various points around the body and in the interior and was inspired by the Formula One racecars – harmonized with the four-headlamp design familiar from other models. The long and extended hood, the powerfully sculpted fenders and the gullwing doors of the Vision SLR were based on styling ideas first seen in the legendary SL models of the fifties and their SLR racing versions, in which Juan Manuel Fangio, Karl Kling and Stirling Moss romped from victory to victory. Expressive but by no means aggressive, the Vision SLR displayed a muscular body whose every fiber was taut and honed, poised to go into action at a moment's notice.

A dominant interior design feature was the wide, gently curving center console, with its circular controls, and the silver-painted "spoiler fins" facing the driver and front passenger. These features replaced a conventional instrument panel and at the same time symbolized the state-of-the-art lightweight construction of the Gran Turismo. The cockpit featured two round, aluminum-rimmed instrument dials which recalled high-quality chronometers. These two dials – the speedometer and rev counter – featured a new technique which allowed them to accommodate other displays in their center. Traditional instrument needles had been replaced by indicators which moved on transparent plastic discs, so giving an unimpeded view of the displays. Carbon bucket seats, an oval steering wheel and state-of-the-art information technology such as the Cockpit Management and Data System (COMAND) were further notable features of the sporty interior.

The Vision SLR's chassis was made of a combination of fiber composites and aluminum which offered outstanding crash performance and also brought weight savings of approximately 40 percent compared with conventional steel designs. These materials were used in those areas where they brought the biggest advantages. The front crumple zones, which deformed to a predetermined pattern, were made of aluminum, while for the passenger compartment fiber composites were used. The extreme strength of these fiber composite components maximized occupant survival space even in a very severe frontal or rear-end collision.

For the first time in a Mercedes-Benz, an electrohydraulic brake system was used. This system used sensors and microcontrollers to precisely calculate the right braking pressure in a given situation, thus providing significantly enhanced safety when cornering or when driving on a slippery surface. Under the name Sensotronic Brake Control (SBC), the system first went into production in the SL (R 230), premiered in 2001. The brake discs were made of fiber-reinforced ceramic and were capable of withstanding extreme stresses.

The front headlamps with adaptive lighting system and innovative high-performance diodes automatically followed the direction in which the driver was steering, thereby adapting to different driving situations. The result was significantly improved road illumination when cornering or making a turn. The xenon projector-beam headlamps provided both the low beam and the high beam, and the Mercedes engineers therefore referred to them as "bi-functional". This technology is based on shutters which, as well as ensuring precise compliance with the legal requirements on dipped beam range, automatically move out of the way when the high beam is switched on, thus allowing the full light output to be used. The high beam is supplemented by two long-distance spotlights.

The LED rear lights were particularly effective at warning when the vehicle was braking or making a turn. They were mounted on two "floating" fins positioned one above the other which showed a close tie-in with the overall styling themes. A further light strip extended right the way across the vehicle above the rear bumper and housed the reversing light and the rear fog lamp, both of which were based on space-saving, high-performance neon technology. The rear license plate meanwhile was illuminated by means of a special luminescent film.

The Mercedes-Benz high-performance sports car concept was powered by a modified version of the high-torque naturally aspirated V8 engine used in the S-Class. Equipped with supercharging and an air-to-water intercooler, the 5.5 liter V8 developed maximum power of 410 kW (557 hp) in the Vision SLR, making it one of the most powerful engines in this displacement category. Maximum torque of 720 Newton meters came on stream at 4000 rpm, with 580 Newton meters already available at just 2000 rpm. The transmission was a five-speed automatic with Touchshift control. Performance was formidable, with a 0 - 100 km/h time of just 4.2 seconds and a 0 - 200 km/h time of 11.3 seconds, on the way to a top speed of 320 km/h.

Later in 1999, at the Frankfurt Motor Show (IAA), Mercedes-Benz presented the roadster version of the Vision SLR. In terms of styling and engineering it closely resembled the all-enclosed version, although some new themes were also aired, such as a soft top made of an innovative translucent material.

Ever since it was first unveiled in 1999, Vision SLR has represented Mercedes-Benz's idea of an exclusive sports car. There will be little change on that score even after the start of "volume" production in 2004, since only 3,500 units are planned. Prior to the start of production various refinements were made to the bodywork and also to the engine, which now develops maximum power of 460 kW (626 hp) at 6500 rpm, with maximum torque of 780 Nm available between 3250 and 5000 rpm. As these figures indicate, the SLR is every inch a high-performance sports car. But with all the refinement of a Mercedes-Benz.

Compact roadster: Vision SLA

Technical highlights

• Lightweight hybrid bodywork consisting of aluminum sections and panels and high-grade plastics
• LED rear light clusters -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• LED turn signals -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)
• Carbon fiber bucket seats -> introduced 2003 in the Mercedes-Benz SLR McLaren (C 199)

This was how Mercedes introduced the Vision SLA when it made its public debut at the Detroit Auto Show in January 2000. A small roadster based on the A-Class, the Vision SLA's aim was to translate the appeal and driving enjoyment of the SL series into an altogether smaller segment.

Reflecting its A-Class parentage Vision SLA had compact dimensions, with an exterior length of 3.77 meters promising a nippy driving experience – the SLK (R 170) was 20 centimeters longer, the SL (R 230) no less than 73 centimeters longer. Key design features of the compact roadster concept included powerfully sculpted fenders, a sharply raked windshield, large doors and a gently slanting rear in the style of the legendary Mercedes Silver Arrows. Two particularly innovative features were a prominent front fin and a V-shaped nose borrowed from the SLR high-performance sports car, which incorporated a centrally positioned Mercedes star.

The bodywork sheltered advanced Mercedes engineering. A 1.9 liter engine developing maximum power of 92 kW (125 hp) and maximum torque of 180 Newton meters at 4000 rpm provided lively performance, with a 0 - 100 km/h sprint time of 7.9 seconds and a top speed of 209 km/h. High active safety standards meanwhile were provided by the A-Class-derived, slightly modified chassis with Electronic Stability Program (ESP) and Brake Assist.

With the bodywork, the staff from the advanced engineering and research departments had broken new ground. The Vision SLA had an innovative hybrid body structure consisting of aluminum sections and panels and high-grade plastics. This lightweight construction allowed Vision SLA to tip the scales at just 950 kilograms (DIN unladen weight).

The A-Class influence could be seen in the safety concept too. Although the open-top two-seater wasn't built on the sandwich principle, in the event of a serious front-end impact it used the same bright idea as the A-Class of shunting the engine out of the way underneath the passenger compartment. The positioning of the engine at an angle ensured that in an impact it would slide down along the sturdy front floor panel without intruding into the passenger compartment. This gave Vision SLA the same high safety standards as larger Mercedes sedans. Roll-over protection was provided by sturdy roll-over bars behind the seats and by a reinforced front windshield frame.

Once again, lighting was an important development focus. At the rear, 30 high-performance LEDs, with prisms to disperse the light, provided a more effective rear warning system than conventional bulbs, particularly in conditions of poor visibility. It took the form of vertical bands. The powerful LED turn signals, housed on fins inside the light housings, were likewise innovative and designed to attract attention. High-performance LEDs were also used for the brake lights, which were mounted in the rear bumper and in the rear crossbar on the trunk lid. Evenly dispersed road illumination and a long beam range were provided by state-of-the-art xenon projector-beam headlamps which used two separate headlamps for the dipped beam and the high beam.

At the front, the transparent ends of a frontal fin spanning the full width of the car incorporated yellow high-performance LED turn signals, which were supplemented by repeater LEDs in the exterior mirror casings.

Inside, the accent was on lightweight design. The technical aspects were woven neatly together with styling features suggesting lightness and transparency, such as perforated sheet metal, aluminum rotary controls and aluminum instrument cylinders. Carbon fiber bucket seats, adopted in slightly modified form from the Vision SLR, continued the theme – they were approximately 25 percent lighter than similarly specified conventional car seats.

The cockpit recalled sports cars and tourers of earlier years. The chronometer-style instruments normally supplied data only on speed, rpm, oil pressure and fuel level. However, other displays appeared behind the dials when needed, in the event of a malfunction.

In all respects Vision SLA put the accent on a natural and unfiltered motoring experience. This was at the heart of this roadster's charm and was reflected in the interior design. Carpeting and fabric upholstery had been dispensed with in favor of painted metal surfaces and dark brown, specially supplied saddle-quality leather. This leather was tanned using only vegetable matter, thus helping to preserve its very special character. A natural material with a strong air of quality, hard-wearing and also very breathable, it was used on the dashboard, on the insides of the doors and in areas exposed to frequent occupant contact, such as the steering wheel, the seat surfaces, the armrests in the doors and the floor. The cut edges were deliberately left visible, with light-colored stitching providing a color contrast and hand-finished effect.

With Vision SLA, a compact Mercedes-Benz roadster made its debut. The concept has been developed and refined to the point where it would be ready to go into production at a moment's notice. Who knows? Before long we might even see it in the showrooms.

Luxury touring in a distinctive format: Vision GST, Vision GST 2 and Vision R

The facts

1. Vision GST: eight-cylinder gasoline engine, 5.5 liter displacement, 265 kW (360 hp), four-wheel drive, six-speed automatic transmission
2. Vision GST 2: hybrid drive – eight-cylinder diesel engine with 4.0 liter displacement and 184 kW (250 hp), combined with a 50 kW electric motor – four-wheel drive, six-speed automatic transmission
3. Vision R: V6 diesel engine with 3.0 liter displacement, 160 kW (218 hp), four-wheel drive, 7G-TRONIC seven-speed automatic transmission

Technical highlights

• Hybrid drive (diesel engine and electric motor) in Vision GST 2
• “Butterflyâ€ÂÂÂ� doors without an intervening B-pillar, opening to a maximum angle of 90 degrees (Vision GST)
• Electrochromic roof (Vision GST) -> introduced 2002 in the Maybach (W 240)
• Interior lighting concept: luminescent films in the ceiling, doors and the lower areas of the transmission tunnel (Vision GST)
• "Floating" interior: concealed mounting of the transmission tunnel and seats (Vision GST)
• Seats and doors upholstered in a combination of fabric and leather using a new technique (Vision GST)
• Rear-seat entertainment system comprising two eight-inch color monitors with CD/DVD player and digital TV receiver for passengers in the second row of seats and a swivel-mounted color monitor and additional CD/DVD player for passengers in the third row
• Four-wheel drive with 4ETS electronically controlled traction system
• PRESAFE advance occupant protection system -> introduced 2003 in the Mercedes-Benz S-Class (W 220)
• Sensotronic Brake Control (SBC) electrohydraulic brake system -> introduced 2001 as Sensotronic Brake Control (SBC) in the Mercedes-Benz SL (R 230)
• Twin xenon projector-beam headlamps incorporating Fresnel lenses to focus the dipped and high beams
• LED daytime lights and turn signals illuminate the entire area of the headlamp (Vision GST and Vision GST 2)
• Active brake lights
• Sequential LED turn signals (Vision GST and Vision GST 2)

The three letters "GST" stand not only for "Grand Sports Tourer" – basically a large and comfortable vehicle with excellent touring qualities – but also for a new world and a new motoring experience. The fact that this vehicle was first presented in the US was intentional. The American market is traditionally very fond of spacious, comfortable cars, although these normally fit within conventional concepts such as sedans, station wagons, MPVs and sport-utility vehicles (SUVs). Vision GST was different however, combining the best features of all these concepts into one vehicle. Right from the debut of the first concept at the Detroit Auto Show 2002, the public response was massive. From this moment on, the Mercedes-Benz product planning team knew they were on to a winner.

Like other trend-setting new vehicle concepts from Mercedes-Benz, the Grand Sports Tourer was the outcome of an intensive dialogue with customers from all over the world, aimed at pinpointing and analyzing their requirements and translating them into new vehicle projects.

The design specifications for the Vision GST envisaged a long-distance tourer which would provide a relaxed traveling environment for up to six people. This presupposed a large interior and, since there are limits to what even the most space-maximizing design can achieve, it also presupposed large exterior dimensions. Vision GST was 5.13 meters long (as long as the long-wheelbase version of the S-Class), 1.92 meters wide and 1.65 meters tall, with a wheelbase of 3.22 meters. The result was first-class interior space, as can be seen from the various dimensional statistics. The distance between the first and second seat rows was 92 centimeters, with 82.5 centimeters separating the second and third rows. On headroom, too, Vision GST went beyond the usual luxury-segment dimensions, with 101 centimeters headroom right at the front of the vehicle, 103 centimeters in the center and a generous 95 centimeters at the third row of seats. This level of space-efficiency was quite simply a benchmark: more than 44 percent of the body volume was devoted to the passenger compartment – a ratio currently unmatched by any luxury-class sedan.

With dimensions like these, the designers obviously faced something of a challenge in their quest for styling which would be dynamic, inspiring and innovative, despite the imposing size. But they managed to pull it off: Vision GST had an unmistakably dynamic stance, yet without compromising on elegance. The secret lay in the clearly defined, rounded roofline which ran in a taut bow from the A-pillar to the D-pillar. Other design features combined with this to convey forward-flowing energy and nimble movement. The frontal view was particularly powerful.

The occupants were enveloped by comfort from the moment they stepped on board. A brief touch of the sensor button caused the door handles to glide out for easier opening. This was followed up a moment later by the next pleasant surprise: the large, so-called butterfly doors opened out from the center, with no intervening B-pillar. Opening to a maximum angle of 90 degrees, they gave an expansive view of the interior and provided extremely convenient access and exit.

The roof of the Vision GST consisted largely of special electrochromic glass. At the press of a button, the level of tinting could be varied depending on the intensity of the sunlight. At the sides, the panoramic roof spilt over the edge to give a three-dimensional effect, adding to the sense of lightness and transparency inside. An ingenious lighting concept with luminescent films in the ceiling, the doors and the lower areas of the transmission tunnel added to the cozy atmosphere, providing discreet illumination while on the move. At night-time, the glow from this lighting maintained the agreeable sense of spaciousness, so that the occupants of the Vision GST could feel just as secure and at ease as during the daytime.

Comfort and relaxation were the keynotes of the interior, which presented a mix of attractive shapes, soft materials like wood and leather and attractive colors which made for a bright and friendly ambience. The comfortable single seats were individually adjustable. As with the transmission tunnel, their mounting points were concealed, giving them a "floating" appearance which deftly accentuated the pleasant sense of spaciousness in the Grand Sports Tourer.

The instrument dials were surrounded by aluminum cylinders and recalled racing car cockpits of the past, although the technology was very much state of the art. Aluminum highlights were to be found elsewhere in the interior too, for example on the side air outlets, the center console and the tunnel.

Wood surfaces provided an attractive counterpoint to the metal. They included a large panel running right across the dashboard and wood trim in the center console. Instead of being finished with lacquer, the open-pored wood was protected just by wax and oil, for a more natural effect.

The seats and door panels were upholstered in a combination of leather and high-tech fabrics which for the first time gave the designers the chance to create a pattern using leather. In the seat surfaces the material had been cut out to a precise pattern by laser. This exposed the leather underneath and emphasized the pattern.

The rear-seat entertainment system allowed passengers to while away the journey with their own selection of music or films. For passengers in the second row of seats, two eight-inch color screens were provided, integrated in the backs of the front head restraints and connected to a CD/DVD player and a digital TV receiver. For passengers in the third row of seats, a swivel-mounted color monitor was installed on the rear side of the rear center console, which also offered room for an additional CD/DVD player.

As befits a vehicle which was aiming to be versatile, Vision GST had an extremely adaptable interior designed to meet a wide range of transport needs. The four rear seats were individually folding and it was only a moment's work to remove the rear center console and in this way increase the cargo space, when loaded up the roof, to an impressive 2030 liters (VDA method) – considerably more than in a conventional station wagon.

The first Vision GST was powered by an AMG-modified eight-cylinder gasoline engine with 5.5 liter displacement, 265 kW (360 hp) and four-wheel drive. Vision GST 2 meanwhile was powered by a diesel hybrid system offering improved fuel economy and reduced emissions, with no concessions on agility, comfort and driving enjoyment. The hood sheltered an eight-cylinder diesel engine developing 184 kW/250 hp and an electric motor developing 50 kW. The motor was powered by a rear-mounted 270 V nickel metal hydride battery with a capacity of 1.5 kilowatt hours and a rated voltage of 270 V. This combination delivered a formidable combined maximum torque of 860 Newton meters and made Vision GST 2 a lively performer. 0 - 100 km/h time was just 6.6 seconds, with an electronically limited top speed of 250 km/h.

Load sharing between the diesel engine and the electric motor was coordinated by an electronic microcontroller. When moving off from rest, when parking, in stop-and-go operation or in slow-moving traffic when the vehicle was simply keeping pace with the flow and there were no major power demands, the emission-free electric motor was used. The V8 was only started if the driver demanded more power, in which case the vehicle provided typical Mercedes acceleration. This powertrain concept reduced fuel consumption by approximately 20 percent, to approximately 7.9 liters per 100 km (30 miles to the US gallon), with the potential for further improvement. The diesel emissions were purified by a sophisticated sensor-controlled exhaust gas aftertreatment system.

For both versions of the Vision GST, new front and rear axles were developed which in combination with AIRMATIC air suspension provided outstandingly good ride comfort. Active safety was provided by the Electronic Stability Program (ESP) and the electronically controlled traction support system 4ETS. 4ETS applies controlled amounts of braking pressure to wheels which are losing grip and simultaneously increases the amount of power sent to the wheels with good traction. These various systems gave both versions of the Vision GST the long-distance ride comfort of a luxury-class sedan and the sure handling of a four-wheel drive vehicle.

On occupant safety Vision GST blazed a new trail – with the innovative Mercedes-Benz PRE-SAFE occupant protection system. PRE-SAFE can detect an impending collision in advance and activates special protection systems before the impact takes place. In Vision GST these included belt tensioners and an automatic seat adjuster which moved the front passenger seat into a position where the belt and airbag could provide best possible protection.

As with other Mercedes-Benz concept vehicles, lighting technology was once again an important theme. The ovoid headlamps evoked associations with current Mercedes models and at the same time gave the concept vehicle a distinctive and unmistakable face. Alongside their functional aspect, the high-tech lighting features were also used as a styling device - for example the daytime lights and the turn signals illuminated the entire semi-transparent area of the headlamps, so that the characteristic oval shape was striking at night as well as during the day. The twin xenon projector-beam headlamps, with their Fresnel lenses which focused the high beam and low beam, were a further striking feature. For the turn signals and daytime lights, high-performance light-emitting diodes were used.

The three-chamber rear lights, consisting of elegant, chrome-plated fins, likewise showed both stylistic and technical ingenuity. For example an "active" brake light function automatically caused all rear light functions to show red when the driver stepped on the brake pedal, thus providing a conspicuous warning for following traffic. The sequential LED turn signals were likewise very visible.

"Vision R", which appeared at the 2004 Paris Motor Show, was a European version of the Grand Sports Tourer. It differed in having, at 2980 millimeters, a 235 mm shorter wheelbase than the version of January 2004. A four-plus-two-seater, it was 4922 millimeters long and offered generous interior space.

Vision R was powered by a prototype of a new V6 diesel engine which made a natural choice for a car in this category. Equipped with common-rail direct injection and a VNT turbocharger, this three-liter CDI unit developed maximum power of 160 kW (218 hp) and maximum torque of 510 Newton meters. The effortless power of this engine was matched only by its refinement and by fuel consumption of less than nine liters per 100 km.

New worlds and new departures are frequently based on a vision – or visions. That's certainly the case with Vision GST and Vision R. They will be followed by a production version which will set Mercedes-Benz standards in a whole new segment. It will start coming off the line at the end of 2004.

The best of two worlds: Vision CLS

The facts

Technical highlights

• Innovative coupe body with four doors and generous interior space
• Active Light System -> introduced 2003 as bi-xenon headlamps with Active Light System in the Mercedes-Benz E-Class (W 211)
• Cornering light
• Electrohydraulic brake system -> introduced 2001 as Sensotronic Brake Control (SBC) in the Mercedes-Benz SL (R 230)

"Vision CLS is a coupe generation ahead of the rest," was the verdict of Professor Jürgen Hubbert, former member of the DaimlerChrysler Board of Management and Head of the Mercedes Car Group. "The idea of a four-door coupe opens up exciting possibilities. It is aimed primarily at people who have a passion for motor cars and motoring."

In recent years a whole succession of Mercedes-Benz concepts and show cars have courted debate on new, intriguing, and for the most part subsequently commercialized, vehicle concepts. Like them Vision CLS too, which went on show at the IAA, was looking to test the waters with the public. As ever, the product planning team felt that it should be the public's verdict which determined the future of this unique concept. As it turned out, that verdict was so positive that the decision could be taken right away: volume production would start in autumn 2004.

Vision CLS' big attraction was its combination of coupe looks with the practical advantages of a sedan. Four doors and a capacious interior gave Vision CLS a clear edge over other coupes. At the front end, both innovative and familiar themes were on parade. Although the new-design headlamps created a Mercedes face which was intriguing and different, the centrally positioned star and the slatted radiator grille were established and typical Mercedes-Benz design features.

The side view exhibited the taut lines and naturally rounded forms for which modern Mercedes design is noted. One example was the high waistline. Emphasized by a clearly defined feature line, it added to the sense of security when sitting inside the Vision CLS. This was crowned by a striking roofline which extended above the body in a sweeping arc, then dipped gently away to the rear.

Bright colors made the interior of the Vision CLS inviting and cheerful. Wood and leather were much in evidence. The dashboard and A-pillars were finished in natural leather processed in accordance with traditional methods. Soft leather upholstery was also used on the seats and door panels. Hand-finished oak veneer meanwhile attracted the eye with a light color and an interesting, open-pored grain, while the roof, largely made of glass, let in a lot of light and added to the pleasant sense of spaciousness.

The interior space of the Vision CLS set new standards for a coupe. The distance of 83 centimeters between the front and rear seats put Vision CLS firmly in sedan territory. The headroom in the rear of 92 centimeters went well beyond the usual dimensions for a coupe of this size. Trunk capacity too, at 470 liters (VDA norm), was significantly more than that offered by other coupes and some sedans, making the Vision CLS a fully-fledged tourer for four.

On the safety front, the vehicle was equipped with adaptive front airbags, window bags and side airbags, along with belt tensioners and adaptive belt force limiters on all seats. Other technical highlights of the Vision CLS included the Active Light System, cornering light and the electrohydraulic brake system Sensotronic Brake Control (SBC).

The powerful diesel engine meanwhile was typical of the concept vehicle's combination of charisma and practicality. Maximum power of 195 kW (265 hp) and maximum torque of 560 Newton meters provided an exciting driving experience. The power was transferred to the road by the world's first seven-speed automatic transmission, the 7G-TRONIC. 0 to 100 km/h was accomplished in 6.4 seconds, with an electronically limited top speed of 250 km/h. For all this impressive performance however, the six-cylinder unit was fully EU 4-compliant and had a fuel consumption (NEDC) of just 7.5 liters per 100 km.

Vision CLS – this Mercedes was in a class of its own among coupes and defined a new market segment. Mercedes-Benz is confident this segment will see steady growth. After all, the company has always shown a knack for setting trends. And it has no intention of stopping now.

Compact in name only: Vision B

The facts

Technical highlights

• Sandwich floor -> introduced 1998 in the A-Class (W 168)
• Prototype of an innovative, high-performance four-cylinder diesel engine
• Newly developed AUTOTRONIC continuously variable automatic transmission
• ALU BEAM high-gloss paintwork
• New high-tech interior fabric

"Vision B", the vision for a "Compact Sports Tourer", is a typical example. Vision B was presented at the 2004 Paris Motor Show alongside "Vision R", the "Grand Sports Tourer". This was appropriate since there were close affinities between the two vehicles, Vision B being a new interpretation of the themes first introduced in the Grand Sports Tourer. The spacious interior of Vision B catered for family and leisure use and was combined with the prestige factor of a sedan, the comfort of a tourer and the dynamism of a sports car.

While the external dimensions corresponded to those of a modern compact car, with a length of 4270 mm and a width of 1778 mm, on the inside Vision B offered space and comfort on a par with larger sedans or station wagons. This was down to an ingenious concept: the patented sandwich principle. The space-saving positioning of the engine, which sat partly in front of and partly underneath the passenger cell, meant that the passenger and load compartments were able to occupy almost 70 percent of the vehicle's total length – an excellent dimensional performance and an excellent basis for long-distance touring comfort. The distance between the front and rear seats measured 840 millimeters, with rear shoulder room of 1382 millimeters and rear headroom of 980 millimeters.

Vision R and Vision B shared a common design language. The front end of both cars was defined by a radiator grille with three horizontal slats and integral Mercedes star, with headlamps which were located well to the outside and emphasized the sense of width. In the case of Vision B, the large headlamps echoed the bumper contouring, thus integrating all the various parts of the front end into a stylistic whole. Another styling feature common to both sports tourer concept vehicles was the styling of the hood. Its shape was somewhat raised, thereby standing out from the fenders and reinforcing the powerful front-end stance. Muscular "shoulders" supported a rounded roof line which rose slightly towards the rear, stressing the wedge shape and thus the dynamic and powerful nature of the sports tourers. The unmistakable overall effect was one of strength, confidence and readiness to perform.

The special high-gloss finish and intense sheen of Vision B's innovative ALU BEAM paintwork was the result of a newly-developed process which Mercedes-Benz was the first manufacturer in the world to put into practice. In conventional metallic paints the metallic effect is created by tiny pigment particles with a diameter of just 100 to 300 nanometers. To produce the new ALU-BEAM paint, the particles were subjected to unusually intensive processing and are also very much finer, with a diameter of no more than 30 to 50 nanometers. This means they are integrated more evenly into the paint surface. As a result, the light is reflected more intensively, producing an enhanced metallic sheen.

Inside Vision B, glass was used as an important styling feature, contributing to an attractive, upbeat atmosphere. As well as creating a visual link between the exterior and the interior, it produced a light and airy ambience which was inviting and at the same time added to the agreeable impression of spaciousness.

In keeping with the car’s youthful, sporty character, the dashboard, seats and doors of the "Vision B" Compact Sports Tourer were trimmed with a new, high-tech fabric whose airy lightness was reminiscent of high-quality sportswear. Polished aluminum meanwhile was used for the trim around the air outlets over the center console, for the control console of the COMAND and automatic climate control systems and for the instrument cluster backplate.

Vision B's state-of-the-art diesel engine was a passport to dynamic driving enjoyment. The newly developed four-cylinder unit delivered maximum power of 103 kW (140 hp) and with 300 Newton meters of torque available from just 1600 rpm offered lively mid-range acceleration. A further innovation was the Mercedes-Benz AUTOTRONIC continuously variable automatic transmission, which made maximum power available more quickly than a conventional automatic transmission. Like a modern sports car transmission, AUTOTRONIC can be shifted using steering-wheel gearshift buttons. Fuel consumption was less than six liters per 100 km.

"Vision B" was a window onto the future but at the same time very much a car of the here and now. Like every other Mercedes-Benz concept car, it had all its four wheels planted firmly in the world of reality.