2007 Mercedes CLS in Depth

2007 Mercedes CLS in Depth

Pioneering engines and safety technology for model year 2007

May 2, 2006 7:50 PM
Filed Under: German, Mercedes-Benz

Press Release

Page 1: Short Version
Page 2: Model Range/Equipment
Page 3: Engine (I)
Page 4: Engine (II)
Page 5: Active & Passive Safety
Page 6: Chassis
Page 7: Specifications


Short Version

The Mercedes-Benz CLS-Class will kick off model year 2007 with three newly developed engines, even better safety and a more extensive range of standard equipment. The four-door Coupé is powered by the world's first petrol engine featuring piezoelectric direct injection and spray-guided combustion. The 215 kW/ 292 hp six-cylinder engine of the CLS 350 CGI consumes about ten percent less fuel than a comparable V6 petrol engine with port injection. The CLS 500 will be equipped with the new V8 engine from the S-Class, whose output of 285 kW/388 hp is about 26 percent higher than that of the previous eight-cylinder engine. Another new development is the CLS 63 AMG, whose V8 naturally aspirated engine generates 378 kW/ 514 hp. Mercedes-Benz is enhancing the vehicle's standard range of safety features by adding the PRE-SAFE® anticipatory occupant protection system and flashing brake lights. The new CLS-Class models will celebrate their market launches in June 2006.

In October 2004, Mercedes-Benz unveiled the four-door CLS-Class as a new kind of vehicle concept that for the first time combined the dynamism and features of a coupé with the comfort and functionality of a saloon. In mid-2006, Mercedes-Benz will be further enhancing this series' exclusive range of equipment and cutting-edge technology. In doing so, it will particularly set new standards with regard to safety and engine technology.

The world's first direct petrol injection system with spray-guided combustion points the way ahead for passenger car petrol engines, and will be available in the new CLS 350 CGI from the third quarter of 2006. The engine's innovative injection procedure makes for much better fuel and thermodynamic efficiency than the wall-guided combustion process previously employed with direct injection. With a fuel consumption of 9.1-9.3 litres per 100 kilometres in the European driving cycle, the six-cylinder Coupé has a range of approximately 70 kilometres on one tankful (80 litres).

The main advantage of the CGI engine (CGI = Stratified-Charged Gasoline Injection) lies in the stratified operating mode from which it takes its name. In this mode the engine is run with high excess air and thus excellent fuel efficiency. Now, thanks to multiple injection, it is for the first time possible to extend this lean-burn operating mode to higher rpm and load ranges too. During each power stroke, a series of injections takes place, spaced just fractions of a second apart. This has the effect of significantly improving mixture formation, combustion and fuel consumption.

Among the most important components of this innovative direct petrol injection system are the fast-acting piezoelectric injectors. They have nozzles which open outwards to create an annular gap just a few microns wide. This gap shapes the fuel jet and produces a uniform, hollow-cone-shaped spray pattern. The microsecond response times of the piezoelectric injectors provide the basis for delivering multiple injections per power stroke, and thus for lean-burn operation. By allowing flexible and efficient control of the combustion process they play a key part in ensuring the engine's outstanding fuel efficiency.

Effortless performance twinned with excellent fuel economy

The Mercedes direct-injection engine can still operate in a lean-burn stratified mode at speeds in excess of 120 km/h. When driving on main roads and motorways at largely constant speed and with proper anticipation, the CGI engine outperforms the fuel economy of the six-cylinder engine with conventional injection technology by up to 1.5 litres per 100 km, a saving of approximately 15 percent.

Low fuel consumption and excellent power delivery are not at odds with each other on the second-generation Mercedes-Benz direct petrol injection model. On the contrary, the engine delivers 15 kW/20 hp more power than the conventional-injection V6 and four percent more torque. Thus the CGI engine combines its excellent fuel economy with a level of effortless driving enjoyment that is unprecedented in the six-cylinder segment. This allows the new CLS 350 CGI to accelerate from zero to 100 km/h in just 6.7 seconds on its way to a top speed of 250 km/h (electronically limited).

Two new eight-cylinder engines and a V6 diesel with higher torque

The range of engines for the CLS-Class now includes two eight-cylinder engines with high output and torque. The CLS 500 will be equipped with the 285 kW/388 hp V8 engine from the S-Class, whose output surpasses that of the previous eight-cylinder unit by about 26 percent. At 530 Nm the engine's maximum torque also exceeds that of its predecessor by around 15 percent. The new CLS 500 accelerates from 0 to 100 km/h in just 5,4 seconds, 0.7 seconds faster than the previous model.

Mercedes-AMG has developed the new CLS 63 AMG, which is powered by a 378 kW/ 514 hp V8 naturally aspirated engine. The new vehicle's output has been increased by 28 kW/38 hp compared to the predecessor model, the CLS 55 AMG.

An all-new V6 diesel (165 kW/224 hp) will meanwhile increase the maximum torque of the CLS 320 CDI from 510 to 540 Nm.

All of the CLS engines will be combined with the 7G-TRONIC seven-speed automatic transmission, which comes as standard equipment. What's more, manual gear switching will be improved as a result of optional new gearshift paddles conveniently located on the steering wheel.

Outstanding safety technology with PRE-SAFE® as standard

In the future the CLS-Class's range of standard equipment will be enhanced by the internationally award-winning occupant protection system PRE-SAFE®. The system automatically responds by preparing the vehicle and its occupants for an impending collision. It does this by tensioning the seat belts of the driver and front passenger, adjusting the front passenger seat to an optimal crash position, and automatically closing the sunroof and the side windows if the vehicle is in danger of skidding. Such precautionary measures ensure that seat belts and airbags offer the best possible protection in the event of an impact. Just as unique as PRE-SAFE® are the NECK-PRO head restraints which are also fitted as standard. During a rear impact the sensor-controlled head restraints are moved forward to provide protection for the driver's and front passenger's heads within milliseconds. This allows the crash-responsive head restraints to reduce the risk of whiplash injuries.

Mercedes-Benz is fitting the CLS-Class with flashing brake lights as standard to prevent rear-end collisions. These lights are more effective than conventional brake lights at warning drivers approaching from behind. And due to faster braking reaction times, the braking distance can be reduced by about 5.5 metres at 100 km/h.

Beginning in mid-2006, standard equipment for the CLS-Class will include the ADAPTIVE BRAKE system originally developed for the S-Class. Electronic control enables the hydraulic braking system to provide support functions which further improve safety during emergency situations or when driving on wet roads. In addition, ADAPTIVE BRAKE makes starting on hills easier and prevents unintended forward rolling at traffic lights or in stop-and-go traffic.

The new CLS models will cost between 56,434 euros and 101,094 euros. The price of the CLS 320 CDI will remain unchanged, despite an increased range of safety features and a higher-torque engine.

At a glance: New features of the CLS-Class

Equipment

Safety

Engines and transmission

Design

*Available in western Europe from the third quarter of 2006


Page 1: Short Version
Page 2: Model Range/Equipment
Page 3: Engine (I)
Page 4: Engine (II)
Page 5: Active & Passive Safety
Page 6: Chassis
Page 7: Specifications


Model range and equipment

The 4-door CLS-Class Coupé launched in October 2004 puts Mercedes-Benz ahead of its time by a coupé generation. Never before have two different automotive personalities been united so consistently and elegantly in one car: the stylistic fascination and the strong emotional charisma of a coupé harmonise with the comfort and the functionality of a saloon. The CLS-Class has therefore established itself as a coupé for connoisseurs - a car for more dynamically minded drivers who are looking for something special and can appreciate it.

Passion and rationality are equally important objectives of these discerning Mercedes customers. The enthusiasm for elegant proportions and high-quality materials goes hand-in-hand with a delight in modern, uncompromising technology. The CLS-Class satisfies both expectations with characteristic Mercedes quality, and it will provide further special technical features meeting this high standard beginning in mid-2006 - groundbreaking innovations like the new direct-injection petrol engine with spray-guided combustion, the PRE-SAFE® anticipatory passenger-safety system and the adaptive brake lights that are unique to Mercedes-Benz.

The model range of the CLS-Class continues to include four engine variants - and three of them are new developments:

All engines of the CLS-Class come equipped as standard with the 7G-TRONIC seven-speed automatic transmission. In the manual driving mode, the driver has the option of using new gear paddles conveniently located on the steering wheel to change gears more smoothly and quickly than before. With these, the 4-door Coupé accelerates from 0 to 100 km/h about 0.2 seconds faster.

Standard equipment: big gain in safety and comfort

Mercedes-Benz is enhancing the already extensive range of standard features in the CLS-Class, thereby increasing the safety and comfort of the 4-door Coupé. PRE SAFE®, for example, a milestone of passenger car safety, will be offered as standard equipment in the CLS models. The PRE-SAFE® system, winner of a number of awards, forms a bridge between active and passive safety and thus marks the beginning of a new era in occupant protection.

The adaptive brake lights, which flash rapidly to warn the drivers behind a car in which the driver has applied emergency braking, is a new Mercedes invention for accident avoidance that will also come as standard equipment in the CLS-Class. Similarly, ADAPTIVE BRAKE, the newly developed braking system from the S-Class, uses additional support functions to provide a further gain in driving safety and help the driver with hill starts.

The other new details that further enhance the driving comfort of the CLS-Class include the following:

designo Editions: exclusive appointments as a package

For the more discerning customers, Mercedes-Benz offers two special packages from the designo range that contain high-value appointment features at one favourable inclusive price:


Page 1: Short Version
Page 2: Model Range/Equipment
Page 3: Engine (I)
Page 4: Engine (II)
Page 5: Active & Passive Safety
Page 6: Chassis
Page 7: Specifications


Engines: New direct petrol injection system and of a more powerful eight-cylinder engine

Three new developments are being added to the CLS-Class engine line-up. Besides the tried-and-tested V6 diesel of the CLS 320 CDI, Mercedes-Benz is now offering the four-door Coupé with an all-new direct-injection petrol engine and the new, more powerful V8 originally developed for the S-Class. At the upper end of the engine range is the new 6.3-litre V8 engine from Mercedes-AMG, which is used in the CLS 63 AMG (see page 28).

Mercedes engineers first implemented the idea of spraying fuel directly into the combustion chambers, and only then mixing it with air, in an aircraft engine around 70 years ago. On land, Mercedes direct-injection engines caused a sensation during the 1950s. After numerous racing victories in the 300 SLR, the model M 198 six-cylinder in-line unit entered series production in the legendary 300 SL “Gullwing� in 1954. This engine generated 158 kW/215 hp and allowed a maximum speed of up to 260 km/h.

As can be seen, direct petrol injection has a long tradition at Mercedes-Benz. Nonetheless, the researchers and engineers in Stuttgart were entering uncharted technical territory when they began the development of a spray-guided combustion process more than ten years ago. In the view of specialists, this has the greatest potential for overcoming two of the most important automotive engineering challenges of the future, namely an even lower fuel consumption and reduced exhaust emissions.

The greatest advantage of this new technology compared to direct injection with wall-guided combustion is its significantly better thermodynamic efficiency: the fuel is sprayed into the cylinders with great precision - according to requirements and the driving situation - where it is almost entirely burnt with a very high amount of excess air and is therefore put to the best use.

The potential of a spray-guided combustion system had been recognised as a result of research work carried out in the early 1990s; however, the injection technology necessary to put this idea into practice in series production was not yet available at the time. Specifically, the injection valves must form a uniform spray of fuel which is stable under all operating conditions in the immediate area of the spark plugs. This makes a spray-guided combustion system much more technically demanding than the previous, wall-guided process in which mixture formation mainly depends on the (not always uniform) charge movement in the cylinders.

Injectors provide stable jet control on the basis of piezoelectric technology

The aim of creating a spray of fuel which was always uniform and precise required the development of a completely new injector. In 1994 the laboratories at the DaimlerChrysler Research Centre began a series of conceptual studies in which the scientists opted for the latest piezoelectric technology from the very start. This is based on special ceramics and metal alloys which change their shape within milliseconds when subjected to an electrical pulse.

Although these material characteristics were discovered by the brothers Pierre and Jacques Curie back in 1880, this invention has only been put to industrial use in recent decades. In the automotive world the term “piezo� has only been in general use since 2004, when the first diesel engines with third-generation common-rail injection entered the market.

The developers of the direct-injection petrol engine make even better use of the positive attributes of piezo-ceramics, namely power and speed. In contrast to the diesel injector, where the actuator only operates a valve, the piezo module in the petrol engine directly controls the injector needle. The piezo movement is therefore directly translated into needle movement, determining the flow through the valve. This direct actuation enables partial strokes to be set, and also ensures a constant flow over the entire cycle time by means of charge adjustment at the piezo actuator. By virtue of its very uniform stroke, piezo technology also ensures a highly reproducible spray pattern, thereby creating an important basis for the effective control of the combustion process.

The developers of the new direct-injection petrol engine were also very particular where the shape of the injection spray was concerned. These requirements were met with a new type of injector which opens outwards to create an annular gap just a few microns wide. The shape of the gap and the nozzle forms the spray pattern. Under all injection and operating conditions the result is a uniform, hollow cone-shaped spray pattern which even retains its shape if the electronic engine management system changes the angle of the intake camshafts or the length of the intake ducts when a high output is required. The high fuel pressure of 200 bar also makes a major contribution to the consistent stability of the fuel jet.

The mixture formation itself is also of decisive importance. This is optimised by turbulence at the edges and inside the cone-shaped spray; these suck air particles into the fuel spray, forming an optimally ignitable mixture.

Spark plugs precisely positioned at the edge of the fuel/air mix

Correct positioning of the spark plugs was a further challenge requiring sophisticated flow calculations and tests. To ensure that the ignition spark is able to jump rapidly and reliably, the spark plug must reach the cloud of fuel/air mixture but must not be in direct contact with the liquid fuel, otherwise it will gradually carbonise.

In order to meet both requirements, the piezo-injector of the CGI engine extends into the centre of the combustion chamber. It has therefore been moved roughly to the position where the spark plug is located in a conventional port-injection engine; the spark plug has been repositioned closer to the exhaust valves, where it can reach the ignitable mixture at the turbulent edges of the cone-shaped spray. A cross-flow cooling system in the cylinder head ensures that the spark plugs and injectors always operate in the most favourable temperature range.

Stratified charging: even at higher loads and engine speeds thanks to multiple injection

The great fuel economy of the direct-injection petrol engine is mainly based on the stratified charge principle. This means that the engine operates with a high compression ratio and a high excess of air. The fuel is injected into the air compressed by the pistons at a relatively late stage. Such lean-burn operation was previously only possible in the lower load ranges. Thanks to the new, spray-guided combustion system, Mercedes engineers have now been able to extend this lean-burn operating mode to higher rpm and load ranges, achieving further reductions in fuel consumption. The V6 engine in the CLS 350 CGI still operates with stratified charging at speeds of over 120 km/h, only later switching to homogenous operation where the fuel/air ratio is 1:14.6 (stoichiometric ratio lambda = 1).

The conditions for extended stratified-charge operation are created by the extremely fast piezoelectric injectors, as they inject several successive jets of fuel into the combustion chambers during each power stroke and thereby considerably improve both mixture formation and ignitability. Combustion is more rapid, uniform and complete than with a single injection, while the thermodynamic efficiency of the engine improves significantly and untreated emissions (hydrocarbons) are reduced by more than half.

With the aid of simulations for the fuel mixture and the combustion process, the pistons have been designed with special piston bowl geometry which concentrates the lean mixture in the area around the spark plug and prevents it from spreading out towards the cylinder wall. The piston shape can therefore also play its part in ensuring near-total combustion, low fuel consumption and low emissions in the direct-injection petrol engine from Mercedes-Benz.

Fuel delivery: pressure of up to 200 bar in the rails

The injection system of the new Mercedes V6 engine is similar to that of a modern diesel engine with common-rail technology. The centrepiece is a newly developed high-pressure pump which distributes the fuel to the two stainless steel rails on the cylinder banks as required. The piezoelectric injectors are connected to these.

With a pressure of up to 200 bar, the new system develops around 50 times the fuel pressure in a conventional port-injection system. The pump delivers fuel to the rails during every second injection, building up maximum pressure. As fuel is only delivered on every second injection, the pressure is slightly reduced during the cycle. However, the mean pressure for all injectors remains at 200 bar during injection.

A regulating valve ensures that only the fuel quantity required for the engine’s operating point is delivered, thereby reducing the power requirement of the high-pressure pump.

Fuel that is not needed flows back via a water heat exchanger and is mixed with the incoming fuel from the tank of the CLS 350 CGI. The low-temperature coolant circuit of the injection system also cools the electronic control unit of the direct-injection engine, which manages all the working processes of this six-cylinder power unit.

The engine and performance data of the new CLS 350 CGI at a glance:

Cylinder arrangement/ valves per cylinder


V6/4

Displacement
cc


3498

Bore/stroke
mm


92.9/86.0

Compression ratio

12.2

Output
kW/hp
at


215/292
6400 rpm

Max. torque
(Nm)
at


365
3000–5100 rpm

Fuel consumption combined
l/100 km


9.1–9.3 l

0–100 km/h
s


6.7

Top speed km/h


250

Thanks to its exemplary torque, the CLS 350 CGI can sprint from 60 to 120 km/h in third gear in just 6.2 seconds.

Page 1: Short Version
Page 2: Model Range/Equipment
Page 3: Engine (I)
Page 4: Engine (II)
Page 5: Active & Passive Safety
Page 6: Chassis
Page 7: Specifications


Emission control: in-engine measures plus four catalytic converters

As in the previous V6 with port injection, the emission control concept of the new CGI engine has two stages: it is based both on measures within the engine that ensure low untreated emissions and on effective exhaust gas treatment by a total of four catalytic converters.

The measures within the engine specifically include the Mercedes-developed combustion process featuring multiple closely spaced injections on each power stroke. This improves the exhaust quality of the V6 engine in the warm-up phase, as actively controlled injection and combustion using low quantities of fuel ensures higher temperatures in the exhaust manifold and accelerates catalytic converter warm-up. Just ten seconds after a cold start, the direct-injection petrol engine reaches an exhaust temperature of over 700 degrees Celsius. Dual electrically controlled exhaust gas recirculation is also employed, with which up to 40 percent of the exhaust gases can be returned to the combustion chambers. This achieves a considerable reduction in nitrogen oxide emissions.

Emission control begins with two close-coupled three-way catalytic converters, each of them monitored by two oxygen sensors - a control sensor and a diagnostic sensor. This linear oxygen sensor control goes into operation immediately after the engine starts from cold, providing information about the exhaust gas constituents which the electronic control unit of the V6 uses for a controlled warm-up.

As conventional catalytic converters require a “stoichiometric� fuel-air mixture (lambda = 1), but stratified charge operation uses a high excess of air (lambda >1), the CLS 350 CGI is equipped with two NOx adsorber converters. Under lean operating conditions these catalytic converters adsorb the nitrogen oxides, then desorb them during brief regeneration pulses so that they react with other exhaust gas constituents to form harmless nitrogen. The NOx adsorber converters are also monitored by sensors - a temperature and a nitrogen oxide sensor.

High-tech innovations for increased comfort, torque and fuel economy

The new direct-injection petrol engine is based on the port-injected V6 powerplant first presented by Mercedes-Benz in 2004. In addition to its pioneering injection process, this engine excels with a number of other technical innovations:

Eight-cylinder powerplant from the S-Class

The new V8 power unit for the CLS-Class develops 285 kW/388 hp from a displacement of 5.5 litres, an increase of more than 26 percent over the previous eight-cylinder engine. The maximum torque is meanwhile boosted to 530 Nm, which is about 15 percent higher than previously.

The most important data of the CLS 500 at a glance:

CLS 500

Cylinder arrangement/ valves per cylinder


V8/4

Displacement
cc


5461

Bore/stroke
mm


98.0/90.5

Compression ratio

10.7

Performance
kW/hp
at


285/388
6000 rpm

Max. torque
(Nm)
at


530
2800-4800 rpm

Fuel consumption comb.
l/100km


11.6-11.8

0-100 km/h
s


5.4

Top speed
km/h


250

The eight-cylinder engine also exhibits its dynamic power when the driver is passing another vehicle, as it takes the CLS 500 only 4.8 seconds to accelerate from 60 to 120 km/h in third gear.

Shifting camshafts for a perfect gas cycle and higher torque

Mercedes engineers already use an intelligent valve control system in the V6 engines, achieving remarkable progress that contributes substantially to the unit’s high torque and performance characteristics as well as its low fuel consumption. In addition to four-valve technology, continuously adjustable intake and exhaust camshafts ensure that the cylinders are optimally supplied with a fresh gas mixture. The valves are opened at precisely the right moment in any driving situation, significantly improving the gas cycle in the combustion chambers and reducing energy losses.

In the new eight-cylinder engine the engineers at Mercedes-Benz have optimised the effect of this four-fold, continuous camshaft adjustment by using shifting camshafts. These control the opening of the exhaust valves and improve the engine’s gas cycle even further. The exhaust cams are designed in such a way that the valves open at different times during the exhaust cycle. This reduces the pressure fluctuations in the exhaust tract which are inherent to a V8 engine, and which lead to an inconsistent residual gas content in the cylinders. As a result, the engine achieves a higher torque and runs more smoothly. At 2000 rpm, for example, the effective mean pressure is around six percent (10.3 : 11.0 bar) higher than in a comparable engine without shifting camshafts.

The developers of the new Mercedes eight-cylinder engine have also made a major contribution to fuel economy with a sophisticated heat management system. Coolant circulation is interrupted during the warm-up phase so that the engine reaches its normal operating temperature more quickly. This rapidly heats up the engine oil and considerably reduces friction in the engine. When the engine is warm and under full load, the heat flows are directed in such a way that the engine oil and coolant are always at an optimal temperature. This is ensured by an innovative, electronic map-controlled thermostat which is active in all operating situations and adjusts the coolant temperature according to the style of driving and the prevailing conditions. This also enables the heat supply to the heat exchanger in the heating system to be controlled as needed.

Twin catalytic converters and linear lambda control for low exhaust emissions

The emission control system of the new Mercedes eight-cylinder engine features a two-stage design and is therefore highly effective. In addition to measures within the engine such as continuous camshaft adjustment, need-related combustion control by means of tumble flaps, internal exhaust gas recirculation and secondary air injection, which ensure low untreated emissions, the new CLS 500 is equipped with two close-coupled catalytic converters as standard. These consist of two individual monoliths or bricks, each of which is monitored by two oxygen sensors: a control sensor upstream of the converter and a diagnostic sensor which analyses the exhaust flow in the gap between the two bricks.


Page 1: Short Version
Page 2: Model Range/Equipment
Page 3: Engine (I)
Page 4: Engine (II)
Page 5: Active & Passive Safety
Page 6: Chassis
Page 7: Specifications


Active and passive safety

Accident prevention is the most important objective when it comes to developing Mercedes safety systems, and in recent years the engineers in Sindelfingen have made remarkable progress on this front, thanks to innovations including Brake Assist and the Electronic Stability Program (ESP). The CLS-Class features these systems as standard equipment and, beginning in mid-2006, it will be offering another innovation from Mercedes-Benz that will help to reduce rear-end collisions: adaptive brake lights.

Studies conducted by the experts at Mercedes show that drivers’ braking reaction time can be shortened by up to 0.2 seconds on average if a blinking red warning light is substituted for a conventional brake light in emergency braking situations. At a speed of 80 km/h, the braking distance can be reduced by approximately 4.4 metres, and by as much as about 5.5 metres at 100 km/h. Flashing brake lights are therefore an effective means of preventing rear-end collisions. This technology means motoring also becomes safer even for those road users not driving a Mercedes-Benz.

And beginning in summer 2006, Mercedes-Benz will be expanding the comprehensive range of standard safety features in the CLS-Class to include another Mercedes innovation offered by no other automaker in the world: the PRE-SAFE® anticipatory occupant protection system. This means the four-door Coupé makes full use of the Mercedes safety concept, which is based on accident research covering all aspects of passenger car safety. A key component in these measures is the combination of active and passive safety elements � in other words, networking accident prevention systems with occupant protection.

PRE-SAFE® is an innovative protection concept based on the principle of prevention. The system, which is standard equipment, is networked with state-of-the-art safety systems such as ESP® and Brake Assist and, thanks to its sensors, can recognise a potentially dangerous driving manoeuvre in its early stages. In such instances, PRE-SAFE® activates a series of preventive measures to prepare the vehicle and its occupants for a potential accident. The Mercedes invention makes use of the time between identifying a potentially dangerous situation and an imminent crash for occupant protection. If the anticipated accident does not occur at the last moment, the CLS-Class can continue to drive on immediately: all PRE-SAFE® measures are reversible and can be easily restored to their original positions. The system is then ready to go into action again if necessary.

The Mercedes engineers distinguished between critical driving manoeuvres involving high lateral or extreme longitudinal dynamics when designing the anticipatory occupant protection. Depending on the situation, precisely differentiated preventive measures are activated � always aimed at ensuring that the tried-and-trusted safety systems such as seat belts or airbags can offer maximum protection in the event of a collision.

Analysis of data from crash tests carried out by Mercedes engineers shows just how important and effective anticipatory occupant protection is. Take belt tensioning for example: because the driver and front passenger are optimally secured in their seats thanks to this precautionary measure and do not move as far forward on impact, the loads on the head and neck are reduced. The loads on the head were around 30 percent less during these tests while the experts in Sindelfingen found the loads on the neck reduced by around 20 percent.

NECK-PRO: sensor-controlled head restraints as standard equipment

NECK-PRO head restraints make a key contribution to occupant safety on board the CLS-Class. The NECK-PRO system is an effective means of reducing the risk of whiplash in the event of a rear-end collision.

The perfected crash-responsive head restraints, which are available only from Mercedes-Benz, are activated by sensors. Once the sensors detect a rear-end collision with a defined impact severity, they release pre-tensioned springs inside the head restraints, which move the padded surface of the head restraints forwards by approx. 40 millimetres and upwards by 30 millimetres within fractions of a second. This means the heads of the front occupants are supported at any early stage, preventing the upper spinal column from excessive bending during the accident.

After NECK-PRO has been activated, the head restraints can be pushed back to their original position by hand, after which they are once more immediately ready for use.

Page 1: Short Version
Page 2: Model Range/Equipment
Page 3: Engine (I)
Page 4: Engine (II)
Page 5: Active & Passive Safety
Page 6: Chassis
Page 7: Specifications


Chassis

High levels of driving safety, unparalleled comfort and dynamic handling - these are three of the most important distinguishing features of the CLS-Class chassis. Mercedes-Benz is equipping the six-cylinder models with a sports-tuned steel suspension and gas-filled shock absorbers as standard. The AIRMATIC DC fully supporting air suspension system comes as standard equipment in the V8 Coupés and is available as an option in the V6 models.

Starting in the summer of 2006, cutting-edge braking technology will also be entering the CLS-Class. Known as ADAPTIVE BRAKE, the system made its debut in the S-Class in autumn 2005.

ADAPTIVE BRAKE enables the electronic control of the hydraulic, dual-circuit braking system to provide support functions that further improve safety and comfort. These include priming of the braking system in critical situations: the braking system interprets the rapid switch of the driver’s foot from the accelerator to the brake pedal as an emergency braking situation. In this case ADAPTIVE BRAKE increases the pressure in the brake lines and brings the brake linings into light contact with the brake discs, so that they are then able to bite immediately and with full force when the brake pedal is depressed. In this way the system supports the functions of the standard-fitted Brake Assist.

ADAPTIVE BRAKE also improves safety in wet conditions. To do so, the technology applies regular, brief braking impulses to wipe the film of water from the brake discs and ensure that the brakes are able to perform at their peak. The automatic brake drying function is always activated when the windscreen wipers of the CLS-Class have been operating for a certain time. The driver does not notice the finely metered braking impulses.

Once the CLS-Class has been braked to a stop, simply keeping the brake pedal depressed for a short time is all it takes to activate the hold function. The CLS-Class is then held in position by the brake - even when the driver removes his or her foot from the brake pedal. In this way ADAPTIVE BRAKE prevents the vehicle from rolling forwards unintentionally at traffic lights or in stop-and-go traffic, or from rolling backwards on slopes. When the vehicle is once again driven forward, the hold function is automatically deactivated.

Page 1: Short Version
Page 2: Model Range/Equipment
Page 3: Engine (I)
Page 4: Engine (II)
Page 5: Active & Passive Safety
Page 6: Chassis
Page 7: Specifications


Technical data: Mercedes-Benz CLS-Class

Mercedes-Benz CLS 320 CDI




Engine

Cylinders/arrangement

6/V, 4 valves per cylinder

Displacement (cc)

2987

Bore x stroke (mm)

83.0 x 92.0

Rated output (kW/hp)

165/224 at 3800 rpm

Rated torque (Nm)

540 at 1600–2400 rpm

Compression ratio

17.7 : 1

Mixture formation

High-pressure fuel injection with common-rail technology, turbocharger, EDC

Power transfer

Transmission type

Seven-speed automatic

Ratios

Final drive
1st
2nd
3rd
4th
5th
6th
7th
Reverse


2.65
4.38
2.86
1.92
1.37
1.0
0.82
0.73
3.42



Chassis

Front axle

Four-link axle, anti-dive control, coil springs, gas shock absorbers, stabiliser

Rear axle

Multi-link independent suspension, anti-squat and
anti-lift system, coil springs, gas shock absorbers, stabiliser

Brakes

Internally ventilated disc brakes front and rear,
drum-type parking brake at rear, ABS, Brake Assist, ESP®

Steering

Rack-and-pinion speed-sensitive steering, steering damper

Wheels

8.5 J x 17

Tyres

245/45 R 17

Dimensions and weights

Wheelbase

mm

2854

Track width front/rear

mm

1593/1603

Overall length

mm

4913

Overall width

mm

1873

Overall height

mm

1430

Turning circle

m

11.21

Boot capacity max.*

l

505

Kerb weight acc. to EC

kg

1815

Payload

kg

465

Gross vehicle weight

kg

2280

Tank capacity/incl. reserve

l

80/9

Performance and fuel consumption

Acceleration 0-100 km/h

s

7.0

Top speed

km/h

246

Fuel consumption comb.

l/100 km

7.6-8.1

*Acc. to VDA measuring method

Mercedes-Benz CLS 350 CGI

Engine

No. of cylinders/arrangement

6/V, 4 valves per cylinder

Displacement

cc

3498

Bore x stroke

mm

92.9 x 86

Rated output

kW/hp

215/292 at 6400 rpm

Rated torque

Nm

365 at 3000-5100 rpm

Compression ratio

12.2 : 1

Mixture formation

Microprocessor-controlled direct petrol injection with directly controlled 200-bar piezoelectric injection system

Power transfer

Transmission type

Seven-speed automatic

Ratios

Final drive
1st gear
2nd gear
3rd gear
4th gear
5th gear
6th gear
7th gear
Reverse

3.27
4.38
2.86
1.92
1.37
1.0
0.82
0.73
3.42

Chassis

Front axle

Four-link axle, anti-dive control, coil springs, gas shock absorbers, stabiliser

Rear axle

Multi-link independent suspension, anti-squat and
anti-lift system, coil springs, gas shock absorbers, stabiliser

Brakes

Internally ventilated disc brakes front and rear,
drum-type parking brake at rear, ABS, Brake Assist, ESP®

Steering

Rack-and-pinion speed-sensitive steering, steering damper

Wheels

8.5 J x 17

Tyres

245/45 R 17

Dimensions and weights

Wheelbase

mm

2854

Track width front/rear

mm

1593/1603

Overall length

mm

4913

Overall width

mm

1873

Overall height

mm

1430

Turning circle

m

11.21

Boot capacity max.*

l

505

Kerb weight acc. to EC

kg

1735

Payload

kg

465

Gross vehicle weight

kg

2200

Tank capacity/incl. reserve

l

80/9

Performance and fuel consumption

Acceleration 0-100 km/h

s

6.7**

Top speed

km/h

250

Fuel consumption comb.

l/100 km

9.1-9.3

*Acc. to VDA measuring method
** If equipped with the optional shift paddles, the 0–100 km/h acceleration time in manual shift mode is shortened by 0.2 s.

Mercedes-Benz CLS 500

Engine

No. of cylinders/arrangement

8/V, 4 valves per cylinder

Displacement

cc

5461

Bore x stroke

mm

98.0 x 90.5

Rated output

kW/hp

285/388 at 6000 rpm

Rated torque

Nm

530 at 2800-4800 rpm

Compression ratio

10.7 : 1

Mixture formation

Microprocessor-controlled petrol injection with hot-film mass airflow meter

Power transfer

Transmission type

Seven-speed automatic

Ratios

Final drive
1st gear
2nd gear
3rd gear
4th gear
5th gear
6th gear
7th gear
Reverse

2.82
4.38
2.86
1.92
1.37
1.00
0.82
0.73
3.42

Chassis

Front axle

Four-link suspension, full-support AIRMATIC DC air suspension with level control, anti-dive system

Rear axle

Multi-link independent suspension, full-support AIRMATIC DC air suspension with level control,
anti-squat and anti-lift system

Brakes

Internally ventilated disc brakes front and rear,
drum-type parking brake at rear, ABS, Brake Assist, ESP®

Steering

Rack-and-pinion speed-sensitive steering, steering damper

Wheels

8.5 J x 18

Tyres

245/40 R 18

Dimensions and weights

Wheelbase

mm

2854

Track width front/rear

mm

1587/1600

Overall length

mm

4913

Overall width

mm

1873

Overall height

mm

1415

Turning circle

m

11.21

Boot capacity max.*

l

495

Kerb weight acc. to EC

kg

1835

Payload

kg

465

Gross vehicle weight

kg

2300

Tank capacity/incl. reserve

l

80/9

Performance and fuel consumption

Acceleration 0-100 km/h

s

5.4**

Maximum speed

km/h

250

Fuel consumption comb.

l/100 km

11.6-11.8

*Acc. to VDA measuring method
** If equipped with the optional shift paddles, the 0–100 km/h acceleration time in manual shift mode is shortened by 0.2 s.