The History of the Mercedes-Benz E-Class

The history of the Mercedes-Benz E-Class

Contents Page

The birth of the E-Class, rooted in tradition ...... 2

The highlights of the E-Class and preceding model series ...... 0

The E-Class and preceding model series in the press ...... April 2016

The experts at Mercedes-Benz Classic Insight in April 2016 ...... Dr Jörg Abthoff ...... Karl-Heinz Baumann ...... Professor Guntram Huber ...... Frank Knothe ...... Professor Dr Peter Pfeiffer ......

The birth of the E-Class, rooted in tradition

The Mercedes-Benz E-Class and its predecessors are representatives of a unique tradition in the automotive luxury and intermediate categories. The technical innovativeness and trendsetting design behind the successful model series from Mercedes-Benz have made their mark on this whole segment. The latest generation, the 213 model series launched in 2016, paves the way for the future – along with a wide range of systems that play their part in accident prevention and the possibility of semi-autonomous driving.

The E-Class’s heritage dates back to the very early days of the brand. For even in the early part of the 20th century, the companies that preceded today’s Daimler AG were making their mark on this vehicle segment: vehicles that are positioned below the top-of-the-range and luxury classes, yet above the compact class, have always been an essential part of the model portfolio of Mercedes-Benz and the brands that came before. The Daimler-Motoren-Gesellschaft (DMG), for example, brought out the Mercedes-Simplex 28/32 hp in 1904,

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company while Benz & Cie. launched its 24/40 hp model in 1906. In 1914, before the outbreak of the First World War, the Mercedes range comprised ten passenger car models, of which no fewer than four can be categorised as belonging to the E-Class segment. The sales programme at Benz was similarly positioned in terms of the number of different models and their classification.

Following the merger between the two companies in 1926 to form Daimler-Benz AG, the model portfolio was completely restructured. The first passenger cars to emerge under the new brand name Mercedes-Benz included the 8/38 hp model (W 02) of 1926, which was known from 1928 onwards as the Mercedes-Benz 8/38 hp Stuttgart 200. Like the 10/50 hp Stuttgart 260 (W 11) of 1928, it can be considered a predecessor to the E-Class. The same is also true of the models that followed it in the 1930s, the types 200 (1933) and 230 (1936), along with the diesel variant 260 D (W 138, 1936) – the world’s first passenger car with a diesel engine.

As such, the brand is now able to look back on more than 110 years of experience in the medium-size category. Since 1993, Mercedes-Benz’s mid-range series has been known as the E-Class.

When production started up again after the Second World War, one of the first cars to appear, initially for use by rescue services, police and for commercial and trade purposes, was the model 170 V, originally introduced in 1936. It was soon followed, in 1947, by a saloon version as the first post-war Mercedes-Benz passenger car. The 180 model (W 120) of 1953 with self-supporting “Ponton” body introduced new technical as well as formal features. It was followed in 1961 by the four-cylinder version of the “Fintail” model series (W 110). The next major step came seven years later in the form of the “Stroke 8” (model series W 115/114). At the same time, with the arrival of the first coupé model, this marked a widening of the scope of available body variants. Its success was once again rivalled only by the model that followed in 1976: the 123 series. This was also produced in an estate version – with which Mercedes-Benz set a new benchmark for the estate car as a lifestyle and recreational vehicle ideal for families. The 124 series of the years 1984 to 1995, which was also available as a four-seater cabriolet, was first given the name E-Class in mid-1993.

The “four eyes” of its face and its innovative technology were the characteristic features of the 210 model series launched in 1995. Early 2002 saw the E-Class of the model series 211 come onto the market, followed in 2009 by the series 212 (Saloon and Estate) and 207 (Cabriolet and Coupé). In 2016 Mercedes-Benz introduces the E-Class of the model series 213 to the market.

Technical innovation and authoritative styling define the face of the Mercedes-Benz E-Class. No other model family produced by the Stuttgart brand has offered such a wide range of different body types, encompassing

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company Saloon, Estate, Coupé and Cabriolet, over such a long period. On top of these there are also special versions such as chassis units and long-wheelbase saloons.

170 V – 170 DS (W 136/W 191), 1947 to 1955

July 1947 saw the start of production for the first post-war Mercedes-Benz passenger car, the 170 V (W 136). The new model was based primarily on the pre-war model of the same name which, with sales of some 73,000 units, was the highest-selling Mercedes-Benz model before 1945. In the years that followed, the 170 V once again became the mainstay of the passenger car range for Mercedes-Benz: the 170 D diesel car was not the only model to be derived by the engineers from the 1.7-litre petrol-engined saloon. There was also a more spacious and more luxurious 170 S saloon model, joined from 1952 onwards by a particularly efficient diesel variant as well, the 170 DS (W 191). With their spacious bodies, exceptional ride comfort and the overall impression of quality and good taste, these models embodied the attributes that are, even to this day, considered the strengths of the E-Class. The last stage of development for the W 136 model series is represented by the models 170 S-V and 170 S-D, introduced by Mercedes-Benz in 1953. The last vehicles left the production line in September 1955.

180 D – 190 “Ponton” (W 120/W 121), 1953 to 1962

The introduction of the Mercedes-Benz 180 in August 1953 heralded a new era. The integral, “self- supporting” nature of its body construction marked a departure from the established convention of a chassis and a separate body. The “Ponton” shape, too, was deemed ultra-modern and served to reduce both wind resistance and fuel consumption. The 180 thus came to symbolise the innovative capabilities of Mercedes- Benz, expressed time after time in the development of the E-Class. It was followed in 1954 by the diesel variant, the 180 D, with a third model, the Mercedes-Benz 190, joining the line-up in 1956 and the 190 D in 1958. All in all, a “Ponton” four-cylinder model became the customer’s choice on some 443,000 occasions.

The debut of the Mercedes-Benz 180 has had an impact on reports about new cars in German-speaking countries that is felt to this day: an article in the German motoring magazine “auto, motor und sport” in 1952 showed a first picture of a prototype, alongside a parody of the ballad “Erlkönig” by the poet Goethe that begins (in a literal translation), “Who rides, so late, through night and wind?”. The term “Erlkönig”, or “King of the Elves”, is still commonly used in Germany for a camouflaged prototype.

190 D – 230 “Fintail” (W 110), 1961 to 1968

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company The generation of intermediate models that was introduced in 1961 is instantly recognisable by the distinctive tail fins on the rear wings - the source of the nickname given to this model series. They were considered to offer the ideal combination of spaciousness, comfort, performance, value for money and economic efficiency. The passenger compartment, with crumple zones front and rear, was designed to be resistant to deformation and set new standards of safety. The first models to become available were the 190 und 190 D saloon models, also available for the first time from 1962 on with automatic transmission. They were followed in 1965 by the models 200 and 200 D, which featured improvements in terms of both appointments and engineering. The 230 model launched at the same time introduced a six-cylinder model to the product portfolio. The progress made in driving safety is documented by the arrival, from 1963 on, of the dual-circuit braking system with brake booster and front disc brakes. Back in the mid-60s, the “Fintail” models already offered their occupants such optional luxuries as automatic transmission, power steering, electrically operated windows, a steel sliding roof and air conditioning - features that are now taken for granted.

200 D – 280 E “Stroke 8” (W 115/W 114), 1968 to 1976

More than 1.8 million units were sold of this saloon model, launched in early 1968, making it the first million-seller for Mercedes-Benz. The first to become available were the four-cylinder models 200, 220, 200 D and 220 D (W 115), along with the six-cylinder 230 and 250 models (W 114). The addition of “/8” to the model designation pointed to the year of their debut, 1968, but was used internally to differentiate these models from their predecessors. Its use led ultimately to the popular sobriquet of “Stroke 8”. For the first time, an elegant coupé version was now also available. This very successful two-seater model provided a foretaste of the future wealth of variety to be found in the Mercedes-Benz upper mid-size category. In 1972 the line-up was further enhanced by the top-of-the-range 280 and 280 E models. The world premiere of the first five-cylinder diesel engine in a production vehicle came in 1974 in the 240 D 3.0. It was in fact the first five-cylinder passenger-car diesel per se and, with an output of 80 hp (59 kW), ably demonstrated the potential capability of the passenger car diesel engine.

200 D – 280 E (W 123), 1976 to 1985

The diversity of the new generation of models, the like of which had never been seen before, made them immensely popular when launched in January 1976, although the high demand meant that some customers had to wait up to a year for their new car. The first year already saw the introduction of the models 200, 230, 250, 280 and 280 E, as well as the 200 D, 220 D, 240 D and 300 D. The Saloon was followed in 1977 by the Coupé, a long-wheelbase saloon and the Estate variant, the first vehicle of this type to be produced ex factory. This five-door model made its debut in September 1977 and set a new benchmark for the estate car Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company as a lifestyle and recreational vehicle ideal for families. The “T” in the Estate model’s German designation as a “T-model” stands for “Tourism and Transport”, serving to underline the dual role for this very versatile intermediate-class vehicle. In 1980 the Estate model also became the first Mercedes-Benz passenger car in Germany to be fitted with a turbo diesel engine. The 123 model series saw Mercedes-Benz offer the anti-lock braking system ABS, from 1980 on, and the driver’s airbag, from 1982 on, for the first time in this class of vehicle. The model series led the success story of the mid-range series to new sales records: some 2.7 million vehicles were built, of which almost 2.4 million were Saloons and around 200,000 Estates.

200 D – E 60 AMG (W 124), 1984 to 1996

The model series launched in 1984 was the first family of vehicles from Mercedes-Benz to bear the E-Class name, adopted in 1993. Systematic use of lightweight construction techniques and optimised aerodynamics reduced fuel consumption and led to improvements in performance. Outstanding handling safety was ensured by the car’s innovative multi-link independent suspension. Mercedes-Benz also took on a pioneering role when it came to reducing emissions of harmful substances: from the autumn of 1986 on, all vehicles with a petrol engine were fitted as standard with an emission control system involving a closed-loop three- way catalytic converter. The model range comprised the body variants Saloon, Estate, Coupé, Cabriolet and a long-wheelbase saloon model – the Cabriolet was the new variant here that once again added to the diversity of the range. Mercedes-Benz also introduced its innovative all-wheel drive system 4MATIC for the Saloons and Estates in the intermediate class. The 500 E launched in 1990 saw a powerful eight-cylinder become available for the first time in the E-Class. In June 1993, following a second series of modifications, the 124 model series was relaunched with a new name: this was now the E-Class family of vehicles, thus aligning it with the S-Class and C-Class. The designations for the individual models were made up of the letter E and a three-digit number indicating the engine displacement. Although the various body shapes still formed part of the name of the vehicle, they were no long indicated in the badge on the boot lid.

E 200 Diesel – E 55 AMG (W 210), 1995 to 2002

The new mid-range series from Mercedes-Benz first opened its four eyes on the world in 1995, and was immediately awarded the “red dot” design prize. For the first time, the E-Class now came with a choice of three equipment lines: CLASSIC, ELEGANCE and AVANTGARDE. Numerous technical highlights, from the Electronic Traction System ETS through to the belt force limiter, became part of the standard specification, with further innovations such as the rain sensor or xenon headlamps available as optional extras. The new E-Class made its debut in 1995 with the models E 200, E 230, E 280, E 320 and E 420, along with the E 220 Diesel, E 290 Turbodiesel and E 300 Diesel. Three further models joined the line-up over the ensuing years – among them the innovative E 220 CDI with common-rail direct injection of 1998 Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company and the E 200 Kompressor in 2000. The amazing amount of space offered by the Estate model - the largest load capacity in its class - made it particularly impressive. From the autumn of 1999, all E-Class models came equipped with the Electronic Stability Program ESP®.

E 200 CDI – E 63 AMG (W 211), 2002 to 2009

The new technical features here ranged from adaptive front airbags and two-stage belt force limiters to the bi-xenon headlamps with active light function and the sensor-controlled automatic climate control system. In 2004 Mercedes-Benz went on to launch the E 200 NGT, the most powerful standard-production saloon with an eco-friendly natural-gas drive system. In 2005, three standard-specification E 320 CDI models set a long- distance speed record on the circuit at Laredo in Texas, driving 100,000 miles (160,934 kilometres) at an average speed of 224.823 km/h. In 2006 the Intelligent Light System made a new generation of adaptive headlamps available, exclusively in the E-Class. These adjust to the prevailing driving and weather conditions, thus offering a significant enhancement in terms of safety. That same year also saw the E 320 BlueTEC become the first passenger car introduced by Mercedes-Benz to feature both the latest diesel technology and a world premiere at the same time. 2007 brought the E 350 CGI with a state-of-the-art direct petrol injection engine. The renowned US market research institute J. D. Power and Associates conferred the “J.D. Power Award” in gold on the E-Class in 2008, presented for the highest-quality vehicle in its market segment.

E 200 CDI – E 63 S AMG (W 212), 2009 to 2016

Innovative assistance systems, fuel consumption as much as 23 percent lower than that of its predecessor and a particularly distinctive design are the characteristics of this generation of the E-Class. The Saloon (W 212) and Estate (S 212) models were joined by a Coupé (C 207) and a Cabriolet (A 207) that superseded the successful CLK models to round off the E-Class model portfolio. With a drag coefficient, or Cd value, of 0.24, the Coupé was the world’s most aerodynamic standard-production automobile when it was launched. A special long-wheelbase version of the E-Class, with 14 centimetres more legroom in the rear, was introduced in 2010 for the Chinese market. The E 300 BlueTEC HYBRID presented in 2010, the first diesel-hybrid passenger car from Mercedes-Benz, set new standards for environmentally friendly mobility. It entered the market along with the E 400 HYBRID in 2011. An extensively updated range of E-Class models appeared in 2013, featuring a new design idiom, new efficient engines and Intelligent Drive, a package of eleven new or optimised assistance systems that combined safety and comfort. For the first time, the E-Class was available with two different front ends: the standard model and the ELEGANCE equipment line both retained the traditional radiator grille with the Mercedes star on the bonnet, while the AVANTGARDE line was characterised by its sporty front-end design with a centrally positioned star. Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company E 220 d – E 43 4MATIC (W 213), since 2016

The latest, 2016 generation of the E-Class takes Mercedes-Benz forward into the future. For this 213 model series offers a comprehensive range of accident-avoidance systems as well as functions allowing semi- autonomous driving. The optionally available DRIVE PILOT, for example, automatically maintains the correct distance from moving vehicles ahead, on all types of roads, and follows them at up to 210 km/h. Active Lane Change Assist helps when overtaking if the indicator is activated for at least two seconds. Standard features include Active Brake Assist, which will also initiate autonomous braking if necessary, as well as an ATTENTION ASSIST system with adjustable sensitivity and Crosswind Assist. Taken together, the systems in the E-Class make driving more comfortable, and safer, than ever before, while taking the pressure off the driver to an extent never achieved before. The exterior and interior design of this most intelligent of business saloons is clear, sensual and characterised by its high-quality materials. The optionally available Widescreen Cockpit comprises two high-resolution display screens, each with a screen diagonal of 12.3 inches, which merge together into a single display that appears to be free-floating. Touch Controls in the steering wheel make it possible for the first time to operate a car as you would a smartphone, via its touchscreen. The smartphone itself turns into a digital vehicle key, courtesy of NFC technology (Near Field Communication), and controls automatic parking of the vehicle, even in tight spaces, via the Remote Parking Pilot.

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company The highlights of the E-Class and preceding model series

The roots of the E-Class (1902 to 1945)

• Extremely efficient honeycomb radiator, a distinctive feature of the brand (Mercedes-Simplex 28 hp, 1902) • Luxurious and spacious bodies from the company’s own body plant (from 1906) • First standard-production passenger car with supercharged engine (Mercedes 6/25 hp and 10/40 hp, 1922) • Hydraulic brakes and independent suspension with swing axles front and rear (Mercedes-Benz 200, W 21, 1933) • First standard-production passenger car with diesel engine (Mercedes-Benz 260 D, W 138, 1936) • Torsionally stiff X-shaped oval-section tubular frame (Mercedes-Benz 170 V, W 136, 1936)

170 V – 170 DS (W 136/W 191), 1947 to 1955

• Saloon with all-steel body (Mercedes-Benz 170 S, 1949) • Fully synchronised four-speed manual transmission • Compact four-cylinder diesel engine with prechamber injection in the models 170 D (1949) and 170 DS (1952)

180 D – 190 “Ponton” (W 120/W 121), 1953 to 1962

• “Three box” principle of body design reduces wind resistance and fuel consumption • First passenger car from Mercedes-Benz with self-supporting body • Separate heating and ventilation controls for driver and front passenger • Single-joint rear swing axle with low pivot point (1955) • Interior appointments designed to reduce injury hazards in the event of an accident: padded dashboard with flexible and, in some cases, recessed controls; steering wheel with padded boss (1959) • wedge-pin door lock with two safety catches (1959)

190 D – 230 “Fintail” (W 110), 1961 to 1968

• Safety passenger compartment with front and rear crumple zones on the basis of designs by Béla Barényi • Dual circuit braking system with brake booster and front brake discs (1963)

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company • Safety steering system with telescopic steering column and impact absorber (1967) • Options including steel sliding roof, automatic transmission (1962), power steering (1964), heated rear windscreen (1964), air conditioning (1966), electrically operated windows (1966)

200 D – 280 E “Stroke 8” (W 115/W 114), 1968 to 1976

• Diagonal swing axle: rear axle with semi-trailing arm, auxiliary rubber springs and torsion bar stabiliser as standard • Optional extras of central locking, five-speed manual transmission (six-cylinder models, 1969), light-alloy wheels (280/280 E, 1972), seat heating (1974) • Dirt-repellent, ribbed tail lights and dirt-repellent side windows (1973) • Four-spoke safety steering wheel with large impact plate (1973) • First standard-production passenger car with five-cylinder diesel engine (240 D 3.0, 1974) • Coupé variant added to the model range (1969) • First Mercedes-Benz passenger car with electronically controlled petrol injection (250 CE,1969)

200 D – 280 E (W 123), 1976 to 1985

• Double-wishbone front suspension with zero scrub radius • Safety steering column with corrugated tube, based on design by Béla Barényi • Fuel tank positioned above rear axle to protect it in the event of a collision • Options including cruise control, anti-lock braking system ABS (1980), driver’s airbag (1982) • Heated rear windscreen as standard • Power steering as standard (1982) • Estate model added to the model range (1978) • Estate: automatic hydropneumatic self-levelling suspension as standard • First standard-production passenger car with turbocharged diesel engine on the German market (300 TD Turbodiesel, 1980) • Experimentation with alternative drive systems such as hydrogen, the electric motor and liquefied petroleum gas (LPG)

200 D – E 60 AMG (W 124), 1984 to 1996

• Aerodynamic body with Cd value of 0.30 • Systematic use of lightweight construction techniques using high-strength steels

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company • Multi-link rear suspension and shock absorber strut independent front suspension with anti- dive control • Five-speed manual transmission as standard (option for four-cylinder models, as standard from 1992) • Petrol models with closed-loop catalytic converter (option from 1985, as standard from 1986) • Diesel models with oxidation catalytic converter and exhaust gas recirculation (EGR) (option from 1989, as standard from 1993) • 4MATIC models with automatically engaging four-wheel drive added to the model range (1986) • Petrol engines in four-valve-per-cylinder design (1989, across full model range from 1992) • Five-speed automatic transmissions as an option (300 E-24, 1990) • V8 models added to the model range (500 E and 400 E, 1990) • First standard-production cars with four-valve-per-cylinder diesel engines (1993) • Cabriolet variant added to the model range (1992) • Anti-lock braking system (ABS) as an option (from 1988) • Automatic locking differential (ASD) as an option (1985) • Front-passenger airbag as an option (1988) • Driver’s airbag as standard (1992) • Central locking as standard (1992) • Power windows as standard (1994, except for E 200 Diesel and E 200) • Multi-contour seats as an option (1993)

E 200 Diesel – E 55 AMG (W 210), 1995 to 2002

• Distinctive “twin headlamp” face • “red dot” design award • Available for the first time in a range of different design and equipment lines: CLASSIC, AVANTGARDE, ELEGANCE • Belt tensioners with belt force limiters for driver and front passenger • Side bags as standard (1996) • Windowbags as standard (1998) • Air conditioning as standard (1998) • Five-speed manual transmission (from 1999 six-speed) or five-speed automatic transmission as standard • Brake Assist (BAS) as standard (1996) • Electronic Traction System (ETS) • Acceleration skid control (ASR) as standard (1997) • Electronic Stability Program (ESP®) as standard equipment (1999) Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company • Options including rain sensor, xenon headlamps with automatic range adjustment, five-speed automatic transmission with electronic control, PARKTRONIC parking assistance system (1996), APS navigation system (1996), COMAND control and display system (1999), ventilated and heated comfort seats (1999) • New-generation 4MATIC system as permanent all-wheel drive system with ETS (1997) • CDI diesel engines with four-valve-per-cylinder technology, common-rail direct injection and turbocharging (1998) • Special protection models in high-protection and highest-protection versions added to the range

E 200 CDI – E 63 AMG (W 211), 2002 to 2009

• 4-link front suspension and largely aluminium independent multilink rear suspension • Adaptive front airbags and two-stage belt force limiters with automatic weight classification of front passenger • NECK-PRO crash-responsive head restraints as standard (2005) • PRE-SAFE® anticipatory occupant protection system as standard (2006) • Options including AIRMATIC DC semi-active air suspension, KEYLESS-GO access and drive authorisation system, dynamic multicontour seats, DISTRONIC adaptive cruise control system, bi-xenon headlamps with dynamic range adjustment, active light function (2003), Intelligent Light System (2006) • Seven-speed automatic transmission 7G-TRONIC as standard (E 500, 2003, and E 350, 2004) or as an option (2005) • E 200 NGT: first E-Class with natural gas/petrol bi-fuel drive system (2004) • E 400 CDI: first E-Class with eight-cylinder diesel engine (2003) • E 320 CDI Guard: first diesel passenger car with high protection (2005) • Diesel particulate filter for all diesel models as standard (2005) • E 320 BLUETEC (USA, 2006) and E 300 BlueTec: first standard-production passenger cars with BlueTec diesel technology

E 200 CDI – E 63 S AMG (W 212), 2009 to 2016

• Bodyshell rigidity enhanced by as much as 30 percent • World’s most aerodynamic luxury-class saloon, with a drag coefficient of Cd = 0.25 • Coupé: world’s most aerodynamic standard-production automobile, with a drag coefficient of Cd = 0.24 • Active bonnet for further improved pedestrian protection • ATTENTION ASSIST drowsiness detection system as standard

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company • Options including Highbeam Assist, Lane Keeping Assist and Blind Spot Assist, PRE-SAFE® Brake with autonomous full brake application, active multicontour seats with luxury head restraints plus two-stage dynamic handling support and massage function • E 300 BlueTEC Hybrid: first diesel-hybrid passenger car from Mercedes-Benz (2010) • Long-wheelbase version of the Saloon for the Chinese market, with 14 centimetres added legroom in the rear (2010) • Coupé (C 207) and Cabriolet (A 207) models added to the E-Class range • All diesel and petrol engines in the E-Class with direct injection (2011) • Available for the first time with the sporty front-end design with central star (option, AVANTGARDE line) • World’s first nine-speed torque-converter automatic transmission 9G-TRONIC in the E 350 BlueTEC (2013) • Intelligent Drive with Driving Assistant package Plus, as an option (2013) • Long-distance drive record set by E 300 BlueTEC HYBRID: 1968 kilometres on a single tank of fuel from Tangier (Morocco) to Goodwood (Great Britain) (2014) • Internet connection via COMAND Online multimedia system: unlimited access to the Mercedes-Benz Apps “Mercedes-Benz Radio” and “Mercedes-Benz Service” while on the move (2015)

E 220 d – E 43 4MATIC (W 213), since 2016

• The most intelligent business saloon, with a comprehensive range of accident-avoidance systems • Options including DRIVE PILOT with active Lane-change Assistant plus extensive driving assistance up to 210 km/h and active steering assistance up to 130 km/h, Active Brake Assist with Cross- Traffic Assist and the capability of autonomous braking, Evasive Steering Assist, ATTENTION ASSIST with adjustable sensitivity level, Crosswind Assist • PRE-SAFE® Impulse Side: anticipatory sideways movement of driver or front passenger if the risk of an imminent side collision is identified • PRE-SAFE® Sound: a brief interference signal is emitted to protect the occupants’ eardrums if the system detects the risk of a collision with the inevitable loud noises involved • E 220 d with exceptionally efficient and smooth-running four-cylinder turbodiesel engine, • E 350 e with plug-in hybrid technology for a range of more than 30 kilometres in purely electric driving mode and thus locally emission-free driving • High-resolution MULTIBEAM LED headlamps, with 84 individually controllable high- performance LEDs per headlamp for precise, automatically regulated light distribution • Remote Parking Pilot: allows the manoeuvring into or out of garages and parking spaces from outside the vehicle via a smartphone app

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company • Widescreen Cockpit comprising two high-resolution display screens, each with a diagonal of 12.3 inches. Shows information in new, intelligent graphic design with high-resolution visualisations and animations together with a simplified operating logic (optional) • COMAND Online with selectable subfunction Speed Limit Pilot that can adjust autonomously to comply with speed limits • Touch Controls in the steering wheel, operated with tapping and wiping motions. Touchpad with Controller in the centre console, including handwriting recognition • Interior lighting featuring LED technology, with enhanced ambient lighting with 64 colours as an option • Nine-speed automatic transmission 9G-TRONIC as standard • AGILITY CONTROL suspension or DYNAMIC BODY CONTROL suspension as standard, as an option with AIR BODY multi-chamber air suspension • World’s first fully integrated Car-to-X solution: vehicle is able to communicate with other vehicles and with the infrastructure around it via secure Cloud-based functions • Multifunction telephony with inductive charging, Near Field Communication (NFC), CarPlay® (Apple) and Android Auto™ (Google) infotainment systems • Smartphone as vehicle key via Near Field Communication (NFC)

The E-Class and preceding model series in the press

The Mercedes-Benz 260 Stuttgart (W 11) in the press

“Allgemeine Automobil-Zeitung” (AAZ), Germany, Issue 48/1929, on the Mercedes-Benz 260 Stuttgart: “The 2.6 l ‘Stuttgart 260’ Mercedes-Benz is, in my view, one of the most capable and fully-rounded models in this performance class on the international market. However critically you look at it, it is hard to find a single weak point about it. [...] As just one example of this let me mention the above-average workmanship and finish of this model, in every single little detail. At all events, a 2.6 l car with the above-mentioned driving characteristics is the ideal vehicle for those who like to drive themselves, is economically efficient and yet delivers such excellent performance that it can also be considered as a long-distance tourer.”

The Mercedes-Benz 260 D (W 138) in the press

“The Autocar”, Great Britain, Issue dated 18 December 1936, on the Mercedes-Benz 260 D: “This car is seen at its best on straightforward or reasonably straightforward stretches of road, where it can build up to its 45 to 50 m.p.h. or so, holding that speed in a remarkably easy manner. Then the engine is quiet Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company and smooth and practically impossible to distinguish from a good petrol unit. [...] In abnormal conditions which involved more than average use of the lower gears owing to fog, and with three up, fuel consumption worked out at rather less than 30 m.p.g. [...] As to the car in general, no more can be said than that the suspension is exceptionally comfortable in both front and rear seats, that the car is in the main steady for cornering, that the hydraulically operated brakes are effective, and that the steering is light and accurate.”

“Allgemeine Automobil-Zeitung” (AAZ), Germany, Issue 22/1937, on the Mercedes-Benz 260 D: “We repeat: the greatest sources of our delight were 1. the exceptional operational readiness of the engine, 2. its excellent in-gear acceleration, 3. its ability to cope with being pushed hard under a continuous load, 4. its outstanding efficiency. We really cannot think of anything else that needs to be said other than to predict the most favourable prospects for the future of the diesel-engined passenger car. And let us not forget the role played by the company Daimler-Benz in all this, when we are asked on some future occasion about who actually took the decisive step to introduce the diesel-engined passenger car.”

The models 170 V – 170 DS (W 136/W 191) in the press

“ADAC Motorwelt”, Germany, Issue 11/1950, reported with enthusiasm on the performance of the Mercedes-Benz 170 D: “The 170 Da that we tested reached 109 km/h! Its acceleration was quite remarkable and the enthusiasm with which it buzzed up the hills was a delight to experience.”

“Automobil-Revue”, Switzerland, Issue 12/1950, on the Mercedes-Benz 170 V: “The Mercedes-Benz 170 V is no longer in its first youth as a model. But is it not a vehicle that, in terms of its performance, its undemanding nature, its economy, its safety, its durability and - last, but not least - its beauty, still today bears comparison with the very latest, shiny chrome creations currently riding the wave of automotive fashion?

“The Motor”, Great Britain, Issue 32/1950, on the 170 S: “They [– the three testing persons, two wellknown competition drivers in addition to ‘The Motor’ reprasentative –] the gave an unanimous opinion that, whether judged from the driving seat or passengers’ quarters, this new Mercedes-Benz car offered an almost unique motoring sensation in coupling genuine soft suspension and comfortable ride over rough roads with light precise steering, freedom from roll and an ability to traverse an accurate predetermined course which would do credit to a racing car. [... The] Mercedes-Benz Co. have made a very powerful post-war comeback into the motoring world, by producing an economical ‘family’ car of such excellence that new standards of judgment will henceforward be required in this class.”

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company “Neue Kraftfahrer-Zeitung”, Germany, Issue 16/1950, on the models 170 V and 170 D: “In terms of handling, performance and appointments etc. the Mercedes 170 V and D are to be counted amongst the elite of German passenger cars. Although their pricier, somewhat more powerful sibling, the 170 S, may perhaps be a little more comfortable in some respects and, compared with the V, around 4-5 km/h faster, this new V nonetheless makes a very good stab at emulating it.”

The models 180 V – 190 “Ponton” (W 120/W 121) in the press

“ADAC Motorwelt”, Germany, Issue 11/1950, on the Mercedes-Benz 180: “There can be few vehicle models that have met with quite so much interest from the general public as the ‘180’. Any product from Daimler-Benz tends to be viewed particularly critically and expectations are high. However, those of us who have had the opportunity to test drive the ‘180’ will concur with Dr Nallinger, the chief engineering designer of Daimler-Benz AG, in saying that the progress achieved here in respect of design, spaciousness, clarity of layout, handling, economy and safety fully reflects the commitment of Daimler-Benz as a company towards the world of motoring.”

“Motor-Rundschau”, Germany, Issue 23/1953, on the 180 model: “The 180 model is a spacious five-seater with a spirited temperament and yet great economy. It feels safe on the road, runs extremely smoothly and is very comfortable. – Its road holding and smooth running are such that a speed of 120 km/h on the motorway appears only moderately fast, but without the driver losing awareness of the high speed. – Steering, clutch and braking are all light to the touch! – Good range thanks to 58-litre tank.”

“das Auto, Motor und Sport”, Germany, Issue 24/1953, on the Mercedes-Benz 180: “Above all, it says a lot for its extraordinary ease of operation, manoeuvrability and handling that, although it’s not exactly what you might call small, light or slow, you can drive it without any preparation, that you immediately feel at home and safe in it and that right from the start you have no hesitation in taking it to the limits offered by its engine and suspension. [...] No doubt it will become the benchmark for the passenger car portfolio of Daimler-Benz AG for some considerable time to come.”

“Motor Rundschau”, Germany, in Issue 13/1958, gives a good report of the 180 D, particularly with respect to its economic efficiency. “Economy, endurance, elasticity and resilience are the hallmarks of this four-cylinder diesel engine. It uses around 2 to 3 litres less fuel per 100 km than the corresponding model with a petrol engine.”

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company “Motor im Bild”, Germany, Issue December 1956, on the 190 model: “For this MB 190 not only represents so far the top rung of a developmental ladder that has been ascended steadily and with an exemplary awareness of responsibility towards the buyer – but, thanks to some meticulous production engineering, it is being sold at a price that means that it offers the best value for money of any model ever available for sale from the three-pointed star. What’s more, its performance, handling, road-holding and the quality of its appointments elevate it to a role as an ambassador for German automotive engineering skill on the international market, which has few rivals in its class that need concern it.”

“Motor Trend”, USA, in June 1959, described a test drive undertaken by Bill Carroll from the West Coast to the East in a 190 D: “Breaks all the records for economy in a production-model Mercedes-Benz 190 D.”

“Automobil Revue”, Germany, Issue 12/1959, on the 190 model: “Our trip to the Paris motor show was a real test of the 190’s long-distance performance [...]. The car absolutely proved itself as a reliable, comfortable and very fast car for touring. There are no signs of fatigue, you sit comfortably behind the steering wheel and leave the car at the end as fresh as when you climbed into it at the start. Amid the traffic chaos of the French capital the car’s exceptional acceleration proved a boon and never once left us in the lurch.”

The models 190 D – 230 “Fintail” (W 110) in the press

“Automobile News”, USA, Issue of 23 August 1961, on the Mercedes-Benz 190 D: “Daimler-Benz was the pioneer in the development of the fast-running diesel engine, and the new 190 D is powered by an engine that has been honed to perfection by the engineers at Daimler-Benz over the course of 38 years of research and development work.”

“Automobil”, Germany, Issue 16/1961, on the 190 D: “The 190 D is a car that, in this new version, in our view, has gained far more in value than is expressed in terms of the Marks and Pfennigs of its price. It is also far more than simply a ‘driving machine’ , but a real personality in its own right that you could enjoy a lasting friendship with.”

“Motor Tourist”, Germany, in Issue 3/1963, on the Mercedes-Benz 190 with automatic transmission: „”Motor Tourist had the opportunity to take a close look at the Mercedes 190 with automatic transmission. The result: positively enthusiastic. With a car like this, driving is fun and even long-distance journeys become enjoyable.” Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company “Hobby”, Germany, Issue 25/1965, on the Mercedes-Benz 200: “Its two-litre engine would actually qualify it for the luxury class, although the Untertürkheim engineers rather modestly call it a ‘medium-sized’ model. Anyone used to driving a conventional medium-size model will feel rather like the captain of an ocean-going steamer at the wheel of the 200, as if it needs rather more space on the road than they are used to.”

“ADAC Motorwelt”, Germany, Issue 2/1966, reporting on the Mercedes-Benz 230: “Given the performance, the handling, the quality of the workmanship, the exceptional safety of its design and the ample space for 5 people it offers, this car is a mid-range 6-cylinder model that is really worth the money.”

The models 200 D – 280 “ ”Stroke 8” (W 115/W 114) in the press

“auto motor und sport”, Germany, Issue 8/1968, writing about the model series 115 and 114: “The relationship between the exterior dimensions and the boot and interior has become much more sensible on the new car. The benefits of this are particularly noticeable when it comes to parking, for the car fits comfortably into the average parking space found in most European cities. The size of the boot is not merely a theoretical figure: with a permissible payload of 520 kg it is also possible to make full use of it. [...] Pretty much every motor manufacturer these days claims to build cars with a robust central compartment and progressively deformable front and rear sections, but you can still take it for granted that there are few that can match the Mercedes cars for solid build and safety in the event of an accident, and none that surpass them.”

“auto motor und sport”, Germany, Issue 8/1968, on the four-cylinder diesel models in the model series 115: “The considerable and enduring sales success of the diesels can be attributed to their unrivalled economy and exceptionally long service life. These are what the diesel driver expects and gets.”

“auto motor und sport”, Germany, Issue 8/1968, on the quality of the model series 115 and 114: “Nothing about this car has been done ‘cheaply’, and that shows in the way it functions with such assurance in everyday use.”

“Road & Track”, USA, Issue February 1973, on the Mercedes-Benz 280: “Its power steering, always the best available, has been lightened somewhat but hasn’t lost its intimate feel of the road. So the combination of its superior handling characteristics and steering makes it – despite its innocuous image – the most satisfying car to hurl about a winding road or to drive fast in a straight line.”

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company “auto, motor und sport”, Germany, Issue 2/1975, on the 240 D 3.0: “In practical driving operation, the “large” diesel is also differentiated from the smaller four-cylinder models by a palpably more refined style of gear change. Quite apart from its significantly better acceleration, it benefits quite clearly, and particularly at mid-range and higher engine speeds, from the shorter firing intervals, a consequence of the increased number of cylinders. On top of this comes the significantly milder load change reaction between the pull and overrun modes of the engine. [...] On the motorway as well as on country roads, it requires very little effort to take the 3.0 up to join the fast boys - and you won’t get overtaken very often. [...] Of course the astonishingly low noise level of the five-cylinder also plays an important part in the enjoyment of the ride – from mid-range engine speeds upwards there is practically no difference between this and comparable petrol engines.”

“Road & Track”, USA, Issue October 1974, on the 240 D 3.0: “The new car more than lives up to expectations by being quite exceptionally smooth and refined by diesel standards. Vibration problems have been solved to the extent that the five could easily be mistaken for a six. Throughout the range there is no perceptible vibration and at any cruising speed including flat-out driving, it would be extremely difficult even to tell that there is a diesel under the hood.”

The models 200 D – 280 E (W 123) in the press

“auto motor und sport”, Germany, Issue 3/1976 on the premiere of the 123 model series: “It looks compact and sleek of body, a long way from the image of sober respectability that the old model finds so hard to shake off.”

“mot auto-journal”, Germany, Issue 18 of 8 September 1976 on the excellent prices to be achieved by the new 200 D on the second-hand market: “No comparable car can match it when it comes to not losing value. Even the 200 model from the same stable – very popular on the second-hand market – has already lost 42 percent of its value.”

“Automobil Revue”, Switzerland, Issue 48/1980, on the 230 E: “The sophisticated design of its suspension, that copes peerlessly even with the 185 hp of the 2.8 l six- cylinder engine, gives it impeccably safe handling. The very light power steering, which manages to convey a good sense of contact with the road, makes precision steering possible. Even at top speed, straight-line stability is virtually unwavering, while in bends the 230 E remains neutral with only a slight tendency to understeer thanks to its balanced weight distribution, with 51 % of the weight on the front wheels. Even bumpy roads barely impinge on its safe handling performance.”

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company “Road & Track”, USA, Issue April 1981, on the 300 TD: “Undoubtedly the Mercedes 300 TD is the finest station wagon offered in the U.S. today and it is certainly the classiest. The addition of a turbocharger has brought the performance up to an acceptable level, but the turbo doesn’t intrude into one’s driving pleasure in the least. In fact, it is about the most unobtrusive turbocharger installation we have so far encountered. With the bonus of a decrease in fuel consumption, we feel that the 300 TD is a superb piece of machinery.”

“motor und sport”, Germany, Issue 14/1982 in a comparison of the 200 and 300 D models in the 123 series: “The 300 D offers a comfortable ride, a feeling that, quite apart from any subjective impressions, can be objectively explained. After all, with a full three litres of displacement, this five-cylinder unit has plenty of power even in the lowest engine speed range.”

The models 200 D - E 60 AMG (W 124) in the press

“auto, motor und sport”, Germany, Issue 1/1985, on the 230 E: “The level of handling safety that has been achieved here [with the multi-link independent rear suspension] is actually so high that the only potentially disruptive factor that genuinely needs to be taken into consideration is the human one – especially in view of man’s general inability to cope with high speeds. Nevertheless, judicious use of the engine’s performance in the Mercedes 230 E still leaves him with ample reserves.”

Road & Track, USA, Issue April 1986, on the 300 E: “There is no denying that $35.000 is a lot of money to pay for a car. But the 300 E is the kind of car that will outperform its direct competition, provide acceleration and handling characteristics to challenge many high- priced sports and GT cars, and do it all with that invaluable record of durability and reliability that is unmatched by any other marque. Add to that the prestige or status, if that sort of thing is important to you, and the sum is a 4-door sedan that can provide tremendous value for the enthusiast driver – not to mention a hell of a lot of fun.”

“auto, motor und sport”, Germany, Issue 25/1990, on the Mercedes-Benz 500 E: “As forgiving as a fairytale uncle, as agile as a fast sports car, and comfortable as well? Yes indeed, that is the most surprising aspect of this suspension system. Despite the taut setup, the springs and dampers absorb surface irregularities in such a well-mannered way that even very demanding occupants have little reason to whinge.”

“Road & Track”, USA, Issue May 1992, on the 500 E: Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company “The 500 E is a magnificent high-performance sedan that’s heavy on the visceral. It looks right (low slung, intimidating, but not showy, like the AMG Hammer or Mercedes’ own 600 SEL). It sounds great (nothing beats the thunder of a big V-8). It goes sinfully fast for a family 4-door (155 mph, electronically limited). It has everything you’d expect in a Mercedes. An a few things you wouldn’t. Mostly, gobs of horsepower and an attitude that says ... well, you know the word.”

“auto, motor und sport”, Germany, Issue 18/1993, on the E 300 Diesel: “Pure fun at the wheel, is what the Mercedes serves up to its owner on the motorway. The driver glides along the roads in this flagship diesel, without once being reminded that he’s at the wheel of an oil-burner. The engine delivers the performance he demands so discreetly that virtually the only thing the occupants are aware of is the sound of the wind and of the tyres on the road.”

“Road & Track”, USA, Issue July 1993, on the 400 E as a long-term test vehicle: “Now, in its 13th month, our 400 E has accrued 30,600 miles, and we’re happy to report that it’s performing stronger than ever. The 4.2-liter 32-valve V-8 continues to make quite a statement, packing a Marciano punch while exhibiting Sugar Ray smoothness. Combine this powerplant with a magic-carpetlike ride quality, and you have the makings of the quintessential sedan.”

“Road & Track”, USA, Issue November 1994, on the E 300 Diesel: “And, on the ride, [your friends] will soon appreciate the car’s being loaded with comfort and convenience features, as will the driver. True to Mercedes tradition, the interior at first seems Teutonically stark and simple, but then you realize it is merely logical and clean. Everything is in its place.”

The models E 200 Diesel – E 55 AMG (W 210) in the press

“auto motor und sport”, Germany, Issue 11/1995, describes the bodyshell of the W 210: “Quite apart from the fact that it represents the boldest styling step ever taken in the history of Mercedes, it is also considerably more practical. More space, above all in the rear, and improved functionality are among the first immediately obvious improvements.”

“Road & Track”, USA, Issue December 1995, on the new E-Class (W 210): “The new E-class is a dramatic departure for Mercedes-Benz. Historically, its cars –particularly the sedans – have been sold to “rational” people seeking durability, timeless styling and understated luxury. But with this new E 320, Mercedes seeks to retain those buyers and attract people who are more emotional about their purchases, those who care more about style, handling and a car’s fun-to-drive quotient.”

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company “mot”, Germany, Issue 12/1996, says of the Mercedes-Benz E 50 AMG: “The Mercedes partner company AMG has become a racing stable of some considerable expertise. At the company’s base, in the small Swabian town of Affalterbach, they fit the specific components of the E 50 – engine, transmission, axles, seats, instruments – themselves in the E 420 bodyshells that the Sindelfingen plant filters out of the production line. [...] Only the Mercedes engine goes one better. As the only short- stroke unit in the field, it offers a compelling combination of comparatively low fuel consumption, at 13.5 litres of premium-grade petrol, and phenomenal pulling power. The engine propels the E-Class to 100 km/h in 6.0 seconds, singing with every smoothly nuanced tone of the mighty V8 as it does so.”

“Road & Track”, USA, Issue July 1996, on the E 50 AMG: “On the road the E 50 has a dual character. At mild throttle openings it drives just like an E 320 [...]. However, when you really put your foot deep into the longtravel throttle (which is tuned for graceful launches, not snapping heads), the spirit of the 500 E rises up and turns this 4-door sedan into a rocket.”

“mot”, Germany, Issue 3/2002, gives a precise summing up of the E-Class: “Within a broad portfolio, the E-Class represents the true embodiment of Mercedes.”

“mot”, Germany, Issue 6/2002, writes about the E-Class in the 211 model series: “For all the high-tech, it has remained true to itself.” And that is a true virtue of Mercedes-Benz: “There are very few cars that have such a pronounced and established character as this second-largest of the saloons from Mercedes. It is a spacious and comfortable car, with a sober and eminently respectable elegance.”

“mot”, Germany, Issue 8/2002, says of the E 220 CDI: “Cruise control, air conditioning, on-board computer, rain sensor and, yes, even a set of light-alloy wheels are all already included with the Classic model.” The suspension scores well, too: “The complex multi-link design of the suspension pays off. Tyre noise is almost completely absorbed and even major bumps are swallowed up without much movement of the body.”

“mot”, Germany, Issue 13/2005, on the E 420 CDI: “The Mercedes, with air suspension as standard, is a convincing proposition in its classic role as a comfortable, extremely self-assured and fast tourer. If it wasn’t for the limit applied at 250 km/h, it could do 280. The way the V8 surges out of the torque converter as soon as you put your foot on the gas, and the thrust that it develops, irrespective of the current engine speed – the overall effect is mighty, impressive and even almost aggressive.” Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company “Autorevue”, Austria, Issue 1/2006, on the E 420 CDI: “The new four-litre V8 diesel engine has an output of 314 hp, delivered to the rear axle via the 7-speed automatic transmission. Despite this tremendous performance the car comes across as harmonious, and no other diesel engine in the world, in terms of its smooth running, comes as close as this to a petrol engine. The fuel consumption is also worthy of note, pitched over an annual average at 9 l of diesel per 100 km. With gentle driving and avoidance of the occasional burst of hysterical acceleration, an even lower figure may be achieved.”

“Road & Track”, USA, Issue February 2007, on the E 550 (American designation of the E 500): “Specific changes to our test subject include a larger, new-generation 32-valve 5.5-liter V-8 engine (the E 550 replaces the long-running E 500 model) that generates some impressive numbers. While engine displacement has been bumped up by only half a liter, power production increases mightily: 382 horsepower toward the upper reaches of the tachometer versus 306 bhp for the E-Class of old.”

“Car”, Great Britain, Issue May 2009, on the den E 350 CGI: “Damn those Benz boffins. They’ve gone and built a car that I’ll bet my hat on as market leader in most global executive company car markets. It fulfils the prestige promise symbolised by the three-pointed star brand with fresh meaning and updated hardware. No mean achievement.”

“Road & Track”, USA, Issue October 2009, on the E 63 AMG: “How does it all work? Well, it’s difficult to believe a 2-ton sedan can corner so rapidly, with such composure ... there’s little wasted motion from steering input to chassis reaction. The V-8’s sound is deep and glorious, the throttle response crisp and immediate. The MCT gearbox will almost read your mind on downshifts, capable of dropping three gears (7th to 4th, or 5th to 2nd, for example) depending on throttle and braking inputs.”

“Autorevue”, Austria, Issue 1/2010, on the E 250 CDI Estate: “The Mercedes Estate represents a wonderful transposition of the ‘Stroke 8’ into the present day. [... The] Mercedes remains the benchmark for the solid, careful approach and style of driving. The legend would not, however, survive were it not backed up by absolutely state-of-the-art technology.”

“auto, motor und sport”, Germany, Issue 12/2011, on the E 200 CDI Estate: “In quality terms, the E-Class is anyway playing in a different league. Soft, synthetic fabrics caress the finger

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company tips along with decorative open-pore wood, while cast-iron hinges offer the reassurance of fortress-like safety”.

“Autorevue”, Austria, Issue 2/2014, on the E 300 Hybrid Estate: “At a time when our government seems to be putting motoring in the same category as the consumption of tobacco and alcohol, the E 300 Hybrid, with CO2 emissions of just 116 grams (107 for the Saloon), probably represents the smartest form of protest. It allows you to drive a nice big, comfortable and, if required, even powerful car, yet one with a fuel consumption (and therefore tax liability) that remains on a par with that of a compact model.”

“auto, motor und sport”, Germany, Issue 26/2014, on the E 350 BLUETEC: “For the quiet V6 is excellently matched with the nine-speed automatic transmission [...]. In this car you rapidly learn the art of relaxed cruising thanks to its smooth, indirect steering ratio that puts the focus on a fluid style of driving without any need to become more closely acquainted with the car’s physical limits.”

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company The experts at Mercedes-Benz Classic Insight in April 2016

Dr Jörg Abthoff Born 10 September 1940 in Dresden, Germany

Engines were what interested Dresden-born Jörg Abthoff even as a youngster. After gaining his school leaving qualifications – first of all in the GDR and then again in the Federal Republic following his flight to West Berlin in 1958 – he studied at the University of Hanover, graduating with a degree in mechanical engineering. The next step was the acquisition of a second qualification that would ultimately influence his further choice of career: the studies towards his 1968 doctorate from the Institute of Chemical Technology and Fuel Technology at the Technical University in Clausthal-Zellerfeld provided him with a thorough grounding in chemistry. The subject of his dissertation, the measurement and formation of nitrogen oxides in diesel engines, was as if tailor-made for him and his future career path - not that anyone could have guessed that at the time, since exhaust gas treatment and emission controls in the automotive industry were still in their very early days. They would however become the themes for Abthoff’s subsequent career. This began, once he had gained his doctorate, on 1 November 1968 at what was then Daimler-Benz AG, in the advance development department for diesel engines headed up by Professor Dr Erwin Eisele.

From the mid-1970s on, the focus of the automotive industry turned increasingly to the catalytic converter – and Abthoff was the right man at the right time. Mercedes-Benz, with his input, supported the concept of a monolithic design that would deliver highly efficient cleaning of the exhaust gas and which would, over the course of the years, become the accepted design for the whole industry. But emission controls were not the only subject to preoccupy him. From 1977 on he was Director of the department responsible for the pre- development of all types of engine. So it was that, in 1980, he was instructed to make contact with the British engine manufacturer Cosworth, with a view to developing a four-valve cylinder head for the M 102 engine in the model series 201. This unit made its production-model appearance in the Mercedes-Benz 190 E 2.3-16 launched in 1983, a car that, in that same year, broke a whole series of world records on the Nardò circuit in southern Italy.

The tremendous performance potential of this engine was also what tempted Daimler-Benz to participate in the German Touring Car Championships, or DTM - with outstanding success.

One of the next challenging tasks to face Abthoff was the creation of an emissions monitoring centre (AMZ) that was opened in 1985. The list of further engine highlights to emerge under his leadership is a long one. They include the switchover of all existing petrol engines to four-valve-per-cylinder technology, the M 120 Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company V12 petrol engine for the S-Class of the 140 model series, the introduction of supercharging technology for the four-cylinder petrol engines, the OM 628 V8 diesel engine (production debut in mid-2000 in the S 400 CDI), the compact V12 petrol engines M 137 (early 2000 in the S 600 of the 220 model series and CL 600 of the C 215 model series) and, as the unit superseding this, now turbocharged, the M 275 (2002 in the S 600 and the CL 600).

Dr Jörg Abthoff retired in mid-January 1999. Looking back, he is particularly proud of two things with which he was involved: the leading role played by Mercedes-Benz in emission control technology and the successful introduction of the four-valve engines, both petrol and diesel.

Karl-Heinz Baumann Born 11 May 1951 in Villingen, Germany

Karl-Heinz Baumann’s work has made a lasting contribution to the safety features of many vehicles produced by Mercedes-Benz Cars. The long list of his inventions and innovations includes, for example, the automatic roll-over bar, the anticipatory occupant protection system PRE-SAFE® and the ESF 2009 Experimental Safety Vehicle.

Baumann is one of those design engineers who achieved the perfect combination of theory and practice in their profession and vocation. He began his working life with an apprenticeship as a tool maker, from 1966 to 1969. Having obtained the necessary technical qualifications, he went on to graduate from technical college with a degree in mechanical engineering, majoring in process and production technology. This was followed by further studies at the technical college in Konstanz and the Schweißtechnische Lehranstalt (institute of welding engineering) in Mannheim, graduating as a specialist welding engineer. With this solid theoretical as well as practical background, he joined the then Daimler-Benz AG in May 1977, working on the development of passenger car bodies with particular regard to accident safety – a specialist area to which he would stay true for the rest of his career.

In 1986 Baumann was appointed group leader in the bodyshell testing department, where he was also responsible for passive safety in passenger cars. In 1994 he was promoted to deputy head of the bodyshell testing department. In 1997 he was appointed senior manager and head of strategy and design for passive safety and child safety for Mercedes-Benz and smart passenger cars. Over the years, Baumann was also heavily involved in the development of passive safety for the model series 126, 201, 124, 129, 140, 202, 210, 203, 170, 220 and smart. Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company Time and time again, he was able to initiate distinctive new approaches. One of his most outstanding innovations was without doubt the roll-over protection for cabriolet vehicles that was first realised in the Mercedes-Benz SL of the R 129 series. This set new standards industry-wide: the automatically extending roll-over bar, designed under Baumann’s leadership, heralded the new era of safe open-top driving. But the concept of the ellipsoidal firewall in the SLK of the R 170 model series also used a short, open-top vehicle to open up a new dimension of crash safety in this vehicle class. The impact-resistant and rigid passenger cell of the two-seater smart - an absolute world first for this class of vehicle - proved no less of a coup.

Baumann never focused on unilateral results. He was only ever satisfied with across-the-board, multifunctional solutions. One result of this approach was the seven-stage concept developed in 1997, which saw passenger car safety as a holistic exercise combining active and passive safety.

The long list of Bauman’s further inventions and innovations includes, for example, the alternative energy absorber, the Braking Bag, crash-responsive head restraints, the ESF 2009 Experimental Safety Vehicle and integrated safety concepts such as those realised in the anticipatory occupant protection system PRE-SAFE®.

In 2003 the National Highway Traffic Safety Administration (NHTSA) in America presented Baumann, as the spiritual father of PRE-SAFE®, with the “U.S. Government Award for Safety Engineering Excellence”.

In 2007 Baumann joined the teaching staff of the Technical University of Dresden where he lectures, alongside Professor Rodolfo Schöneburg, Head of Safety, Durability and Corrosion Protection at Mercedes- Benz Cars, on the “integral safety of passenger cars”. Baumann attaches great importance to ensuring his experience and knowledge do not become locked away in a personal exclusive domain. One of his key priorities is to awaken interest in future generations of technicians by sharing his experience.

As a keen driver and practising glider pilot, he knows where the dangers and limits lie when things get serious. Perhaps that explains why Baumann has been so successful and creative in avoiding these by developing anticipatory solutions that benefit everyone. He retired in the spring of 2012 but his work continues to resonate – there can be no doubt that many motorists owe their lives to the inventiveness and creativity of Karl-Heinz Baumann, as exercised in the pursuit of vehicle safety.

Professor Guntram Huber Born 20 March 1935 in Landshut, Germany

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company Guntram Huber spent his entire working life as a development engineer for Mercedes-Benz vehicles, influencing and supporting the progress of countless safety features through to production launch. Always involved from a very early stage, he was involved over the course of his career with some important automotive engineering milestones, among them bodyshells developed according to the latest findings in crash safety, along with various safety systems including the anti-lock braking system (ABS, introduced in 1978), the driver’s airbag (1981), the front-passenger airbag (1988) and the Electronic Stability Program ESP® (1995).

After completing his education at a grammar school with a classical teaching emphasis, Landshut-born Huber went on to study at the Technical University in Munich, graduating with a degree in mechanical engineering. He joined what was at the time Daimler-Benz AG in 1959 as a test engineer in the passenger car body engineering design department. At the time, the world’s first passenger car to feature a safety body, the Mercedes-Benz “Fintail” model series W 111, a predecessor to the S-Class, was about to be launched. Crash tests to verify the basic concept of a rigid passenger compartment with front and rear crumple zones began in that same year. The young engineer was involved in these tests from the outset. The crash tests initially took place outdoors, first of all with a winch and then with a steam rocket to propel the vehicle, and ultimately in the very first specially built crash hall with custom-designed facilities. In March 1977 Huber succeeded Werner Breitschwerdt as head of passenger car body engineering, in which role he pushed for and promoted the continuing development of active and passive safety measures.

Numerous safety innovations from Mercedes-Benz have made their debut in S-Class vehicles. One major milestone was ABS, which Mercedes-Benz presented as a world first in August 1978, in the 116 model series. Right from its launch in 1972, the integral safety concept of the 116 series attracted considerable attention. In 1979, the S-Class of the 126 model series, featuring a range of new safety features developed under Guntram Huber’s direction, celebrated its world premiere – the first passenger car in the world systematically developed to meet the safety requirements for an offset crash. And on the subject of airbags: in 1981, after 15 years of groundwork and detailed development, once again involving the 126 model series, Mercedes-Benz became the first automotive brand to offer customers a driver’s airbag in the steering wheel – for which Huber became known as the “father of the airbag”. It was followed in 1988 by the front-passenger airbag, also in the S-Class.

An organisational restructuring in 1994 saw Guntram Huber assume responsibility for the development of axles, brakes and steering systems for Mercedes-Benz passenger cars, in addition to his role as head of bodyshell development.

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company That same year, he was awarded the “Safety Trophy” of the United States Department of Transportation. This was in recognition of Huber’s contribution to the implementation of the first laws on vehicle safety in the US – an ambitious project with which he had been heavily involved since 1967.

ESP®, first introduced in 1995 and now an indispensable feature of all vehicle classes, also fell into his area of engineering responsibility, as did the DISTRONIC adaptive cruise control system first introduced in the S- Class in 1998, designed to avoid rear-end collisions and reduce the consequences of an accident. Of equal importance when it came to mitigating the consequences of an accident were the advances made under Huber in the development of the airbag, culminating in the introduction of the sidebag (first introduced in 1995 in the 210-model series E-Class) and the windowbag (in July 1998, also initially in the 210 model series). But the electronic drive authorisation system KEYLESS-GO and Active Body Control (ABC), aimed at avoiding lateral inclination when cornering, were also developed during Huber’s tenure as director.

In 1981, on top of his work for Mercedes-Benz, he accepted a post as a lecturer in bodyshell engineering within the motor vehicle engineering department of the Technical University of Darmstadt. He was appointed an Honorary Professor in 1987. He remained Chair of the department until July 1998 – having already retired from his post as a development engineer on 31 December 1997.

To this day, he considers the Mercedes-Benz brand’s greatest contribution to be that the countless innovations introduced under its name raised public awareness of the issue of vehicle safety and made it an unarguable priority. Indeed, many Mercedes-Benz inventions are now standard equipment in production vehicles across the globe.

Frank Knothe Born 24 February 1942 in Dresden

Over the course of his career as an engineer, Frank Knothe was involved in the development of many of the Mercedes-Benz passenger car model series. On 1 July 1991, he succeeded the renowned test chief Hans Werner (known within the company as the “tall Werner”) as the Head of the Complete Vehicle Testing Department. With the structural change to individual model series, he became Head of Complete Vehicle Engineering for the S-Class, SL-Class and SLK-Class on 1 July 1994, a role he held until his retirement in 2006.

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company Frank Knothe studied at the Technical University in Karlsruhe, completing his studies as a graduate engineer in 1966. He began working for the then Daimler-Benz AG that same year, taking on a diverse range of development and testing responsibilities over the course of his career.

In 1971 he was appointed group leader for the six-cylinder models in the intermediate class (E-Class predecessor), in the testing division’s initial vehicle assembly department. In 1972 he became senior group leader, with specific responsibility for the six-cylinder models in the model series 114, 107 and 123. In 1978 he was promoted to the role of manager for the intermediate class within the testing division’s directorate for initial vehicle assembly and testing. From 1984 on he was the senior manager within the same directorate with responsibility for the luxury class (S-Class), intermediate class (E-Class and predecessors), compact class (model series 201) and for the sports cars.

In 1991 Knothe succeeded Hans Werner as head of the complete-vehicle testing division, encompassing all model series. With the introduction of a new organisational structure in 1994 he took over responsibility as head of the overall model series for product group 2, a role that he held until his retirement in 2006. This group comprises the S-Class, SL and SLK.

Knothe still considers it an honour to have been able to influence so many aspects of the E-Class, S-Class and SL-Class in particular. This also includes his conviction that the E-Class and S-Class have been the pace- setters in their respective segments for generations now, becoming synonymous with safety, ride comfort, technology and luxury, and also that the SL, as a dynamic roadster with exceptional emotional appeal, has set the benchmark for its segment since the very beginning.

Frank Knothe describes the time spent working for his one and only employer and with his various teams as extremely exciting and positive. Until the end of his active career on 31 December 2006 he remained Head of Development for the S-Class, SL-Class and SLK-Class, with a watching brief on the SLR McLaren as well. The highlights of his career were the 221 model series launched in the autumn of 2005 and the CL- Coupé in the C 216 model series, which made its debut in 2006. Knothe is still involved on a consultancy basis with the configuration of the Mercedes-Benz SLS AMG.

Professor Dr Peter Pfeiffer Born 21 August 1943 in Dallwitz (in what was then Sudetenland, now the Czech Republic)

Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company Peter Pfeiffer and automotive design - in particular Mercedes-Benz Design – is not a story one might logically have predicted from the start. Pfeiffer’s life as a designer at Mercedes-Benz was also marked by two paradigm changes in the way things were designed: clay models and Computer Aided Design (CAD) have both significantly influenced the designers’ work, in terms both of speed and of the immediacy of the creative process.

Peter Pfeiffer lives his life according to Prussian punctuality and the motto of the Prussians: the reality is more important than the appearance. It’s not about him, it’s about the business in hand. And this business, for him, is driven by the realisation: “When a customer stands in front of a Mercedes-Benz, he should be thinking: I want that car!”For Pfeiffer, the issue of design is just one aspect of the overall image of Mercedes-Benz, with the emphasis on performance, passion and robust longevity.

Pfeiffer originally trained as a porcelain modeller, attending the specialist technical college for the porcelain industry in Selb (Upper Franconia). From there he found himself drawn into the world of design, initially to work for Ford in Cologne, where he stayed for five years. In 1967 he received the call that would tempt him to a move: the somewhat older Josef Gallitzendörfer, a Franconian like Pfeiffer with a career that had begun in a similar way in the porcelain industry, had recently moved from Ford to the design department, then still known as the Styling department, in Sindelfingen. In 1968 the twenty-five-year-old Pfeiffer followed him in making the move to southern Germany. The young designer and modeller arrived in Sindelfingen in the midst of a sea change from elaborately crafted wooden models to clay models. These could be made more quickly and - very importantly - allowed instantaneous modification.Work with clay, later plasticine, was driven on by Gallitzendörfer, who made Pfeiffer a close collaborator. The two of them shared a background of working in and experience with the new design medium.

Pfeiffer then managed the seamless transition to the second revolution in the development of design, from clay model to CAD computer modelling. He has never been one to hanker for the good old days: even then, he had a definite ability not to linger in the past or present, but to live in the future. This is a key quality for designers and the only way in which they can design cars that will take the brand into the future. Especially when so many customers say: “I want that car.” Successful vehicles are also evidence of the achievements of a team, of which Pfeiffer always considered himself a member, and whose head and policymaker he was as Senior Vice President Design from 1999 until 2008.

In this role he was responsible for all the design centres around the world working for the Mercedes-Benz Cars business unit. Vehicles produced under his aegis include the A-Class (model series 169), B-Class (245), C-Class (203, 204), E-Class (211, 212), S-Class (221), M-Class (164) and R-Class (251) as well as the sports car models SL (230), SLK (171) and SLR McLaren (199). The four-door Coupé in the CLS-Class (219) can Mercedes-Benz Museum GmbH, Mercedesstrasse 100, 70372 Stuttgart, Germany A Daimler Company also be counted among his achievements. His area of activity also included the commercial vehicles Sprinter, Actros and Atego.

In 2003 Peter Pfeiffer was awarded the order of merit of the Federal Republic of Germany for his services to design. In 2004 he was made an honorary professor by the University of Art and Design in Budapest, Hungary, while the Technical University in Sofia, Bulgaria, awarded him an honorary doctorate in 2007. Pfeiffer was furthermore elected as President of the German Design Council in 2007.

Since 2009 Peter Pfeiffer has been Chief Executive of the company Links der Isar GmbH in Munich, an agency working in the field of corporate identity, design and brand strategy.

Contacts for media:

Manuel Müller, +49 151 5862 6609, [email protected]

René Olma, +49 176 3092 1288, [email protected]

Ralf Glaser, +49 151 5861 2388, [email protected]

High-resolution photographs and further press information are available at: www.media.daimler.com/mbmuseum Current film footage and photographs: https://mercedes-benz-archive.com/marsMuseum Are you familiar with our multimedia archive and research system? https://mercedes-benz-publicarchive.com

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