MercedesBenz

  • 2021 Mercedes-Benz E 300 Coupe AMG Line Review Mercedes-Benz E 300 Coupe AMG Line

    Only launched a few weeks back, we have already had the chance to test Mercedes-Benz’ all-new E-Class Coupé. In fact, this E300 Coupé was a bit like Darth Vader’s wheels. Well, that’s what at least two of the people we happened across said. They’re coupled at the tote, old Darth Vader and black.

    Anywa, this is the freshly face lifted Mercedes-Benz E 300 Coupe AMG Line. And it does one thing really well. It very much looks the part. But it also does a so much else very well, too.

    E 300 Coupé Accelerates Strongly, Handles Well

    Acceleration is impressive, smooth; road holding and handling involving – especially at an elevated pace. For a larger family-coupé, that is. Albeit a touch rowdy, this latest 255 hp 277 lb-ft Nm turbo four-pot has a fruity exhaust note and works the chassis well enough. Although that four-cylinder noise may be a disappointment to the petrol heads expecting a V8 burble. Welcome to tomorrow, Darth Vader.


     
    Tight, fast cornering is a pleasure and road-feel is positive, if a tad noisy over rougher tar surfaces. Probably because of those tires. Otherwise, it’s silent as a ghost with impeccable ride quality. The E 300 Coupé reduces the effects of gnarly speed-reducing road-bumps and humps to a far smoother, more acceptable experience.
     
    That 9-speed gearbox is a treat in everyday driving, although it tends to get a bit laggy if you push it hard, when the car’s considerable heft also starts to make itself known. And we noticed a tendency to creep without notice when stopped and idling though.
     
    But there’s more to this car than just the go. It has the show in spades, too. Ours had the coolest black on black wheels and LED headlights on the outside. And if technology exists, it’s in this AMG line specced cabin.

    E300 Coupé Party Time as tech Meets Craftsmanship

    Our specimen E300 Coupé had an impressive and immaculate party time red and black trimmed leather cabin. Red? Oh dear – don’t tell old Darth. It’s an intriguing space where Mercedes tech meets craftsmanship. Unique turbine vents compete with that twin 12.3-inch widescreen in a spectacular trade-off for the most attention.


     
    Mercedes-Benz has also taken its already hugely impressive multifunction steering wheel tech another step forward. It takes a bit of getting used to, but the expanded touch tech on this new wheel takes multifunction to a new level altogether. Merc’s rivals were still trying to catch up to the touchpad tech on the last level multifunction wheel. Now it’s just moved even further ahead…
     
    You get a kaleidoscope of ambient lighting, a reversing camera, split folding rear seats and that bigger 12.3-inch screen. Trying hard to be an IMAX cinema on wheels, with proper smartphone connectivity to boot, infotainment really is top class. And Miss My Mercedes at your beck and call.

    It’s Roomy for a Merc Coupé

    The seats are adjustable. In every direction. So, in spite of a lower driving position visibility is great. Add a panoramic roof and splendid 13-speaker Burmester stereo. And even a Driving Assistance pack for semi-autonomous motorway driving. It had a Lane Tracking pack, which I’d never have. I stopped to turn it off post haste. But if that floats your boat…


     
    That cabin really looks great and has high quality, rigid components. Typical merc. Most of all, this E 300 Coupé is sensibly roomy and without much compromise. Which is good for a Merc coupé. Four adults fit inside. All their baggage in the cavernous trunk. And those pillarless windows bring a bit of Subaru-esque je ne sais quoi, mind you.
     
    So, if looking good and driving cool is high on your agenda, this Vader-like E-Class Coupe defines Mercedes at its imperious best. Not quite the boy racer, it’s more of a sporty posh luxury sled. It away takes that driving stress, rather than piling it on.

    E300 Coupé is basically a Mini Me S Coupé

    And it’s half the price of its S-Class Coupe big bro, so maybe best without the badge. It is a serenely relaxing experience, all the same.
     
    ROAD TESTED:
    Mercedes-Benz E 300 Coupé AMG Line
    Engine: 255 hp 277 lb-ft 2-litre turbo petrol I4
    Drive: 9-speed automatic RWD
     
    TESTED:
    0-40 mph: 2.81 sec
    0-60 mph: 5.89 sec
    0-100 mph: 14.16 sec
    ¼-mile: 14.3 sec @ 98 mph
    50-75 mph: 4.14 sec
    75-100 mph: 6.12 sec
     
    CLAIMED:
    VMax: 155 mph
    Fuel: 38.7 mpg 

    mercedes-world.com

     

  • 2021 Mercedes-Benz E-Class Will Be The Last Model To Have Hood Ornament 2021 Mercedes-Benz E-Class Will Be The Last Model To Have Hood Ornament

    Hood ornaments are dying. They have been for a long time, due to both safety concerns and automotive fashion trends. Jaguar laid down its leaper years ago, Lincoln’s crosshair thing was shot down years back, and Cadillac’s ornate wreath crest fell off its vehicles’ hoods and into the grille decades ago (then lost its wreath!). Mercedes-Benz remains one of the few bastions in the automotive space for the seemingly quaint marker, alongside Bentley and Rolls-Royce. But the majestic, hood-mounted three-pointed star is facing down a similar fate, at least here in the U.S.

    The ’21 E-Class represents a remarkable mid-cycle update of an existing car, with Mercedes having improved and made over the luxury sedan, coupe, and wagon so deftly the E earned our MotorTrend Car of the Year award. It also represents the latest Mercedes model to lose its old-timey hood ornament, after the C-Class, SL-Class, and others, even though it had already been relegated to the fringes of the E-Class lineup here in America. The option is missing from the 2021 E-Class’s online configurator, and Mercedes has confirmed it no longer is available.

    Previously, the E-Class was available in so-called “Luxury” trim, with a classic-style Mercedes grille—empty, with only chrome slats—and a three-pointed star perched atop a small plinth rising from the hood. The other trim, “Sport,” represents the vast majority of pre-refresh E-Classes and is the version you’re probably most used to seeing; where the hood ornament would be, it wears a flush button with Benz’s crest on it, and a more modern-style grille with a huge three-pointed star embedded in the center. The Luxury line also brought a more comfort-tuned suspension, tamer wheel designs, and other selections geared toward old-school Mercedes luxury instead of new-age, racetrack-tuned aggression common in the luxury car market these days.


     
    Both the E-Class sedan and the station wagon were available in genteel, distinguished Luxury trim; now, there is no Luxury styling package available. But before the days of Luxury and Sport lines, the E-Class came with the hood ornament by default. That was phased out after the W211 generation was replaced in 2009 (pictured second from right, below); in that generation, even the high-performance E55 AMG model wore a proper hood ornament. It was the following generation (pictured far right), the W212, that introduced the star-in-grille style favored across the Mercedes lineup today to the E-Class.

    Why, you might be asking, does any of this matter? Hood ornaments have been on the outs for years, what’s one more? The removal of the star hood ornament from the E-Class brings the well-worn trend to the doormat of Benz’s very core. Today’s E-Class can trace its lineage back through iconic mid-size vehicles that helped establish and cement Benz’s luxury credentials, including the W123-generation 200- and 300-series models, which are renowned for their bulletproof reliability, excellent build quality, and signature ka-chunk door closing sounds (a delight which today is only known to G-Class SUV buyers). What did all of those E-segment cars have in common? Hood ornaments keeping watch over a simple horizontal-slat grille.


     
    It may come as small consolation, but Mercedes-Benz seems aware of the history and character tied up in its iconic hood star. Just look at the vehicles it continues to offer the hood ornament on: The all-new S-Class sedan, the standard-bearer for full-size luxury sedans, as well as the super-luxurious Maybach GLS SUV and S-class sedan. So, while the hood-mounted star may be gone from the E-Class’s option sheet, it’s not totally gone yet.

    Should you want to indulge in today’s best mid-size luxury sedan, coupe, or wagon but just can’t stand the Mercedes star in the grille, we can offer you some hope. Mercedes-Benz designed and sells a version of the 2021 E-Class in Europe with the old-school grille and ornament treatment. We reckon that, were you to purchase the parts from Germany, you could (perhaps with some fabrication or creativity, depending on market-driven bumper and hood differences) fit them to your very own E-Class. After all, the grille shape suggests that piece is interchangeable, and the U.S.-market E-Class’s flush-mounted hood “button” appears to be in the same spot (and the same shape) as the hood ornament’s mount. Because there is just something special about driving a Mercedes and seeing that star hovering out over the edge of the hood and pointing the way. mercede-world.com

    Source: mercedes-world.com

  • 2022 Mercedes-Benz EQS450+ Electrifies Luxury 2022 Mercedes-Benz EQS450+ Electrifies Luxury

    The less powerful version of the EQS offers relative value and range for a six-figure outlay.

     

    After driving nearly every car for sale over the last 20 years, it's natural for the cars of the past to enter into your thoughts when driving something new. Humans compare experiences to gain perspective, which explains why we were daydreaming about Rolls-Royces while driving Mercedes-Benz's new electric luxury four-door, the EQS450+.

     
    2022 mercedesbenz eqs 450
    The 107.8-kWh battery sandwiched in the floor also helps keep road noise to a minimum. That big battery also allows the EQS450+ to go an estimated 350 miles between charges. While that range bests the other German electrics, Lucid and Tesla both have models that far surpass that number. Find a Level 3 DC hookup and the EQS can go from 10 percent charge to 80 percent in 31 minutes. On a typical Level 2 setup, the EQS take just over 11 hours to go from 10 percent to 100 percent.
     
     Moving the electrons around in the battery is a single motor driving the rear wheels that makes 329 horsepower and 419 pound-feet of torque. It's not nearly as quick as the 516-hp EQS580, but it'll shove you into the massaging seats. After the initial thrust from a stop the acceleration tapers off, but 60 mph is yours in a claimed 5.9 seconds. In more relaxed driving, the right-now torque affords the EQS the same sort of effortless waftability that Rolls-Royce has been touting for decades.
    2022 mercedesbenz eqs 450
    Yet what really reminds us of the Spirit of Ecstasy is the suppleness and silence of the suspension as it glides over the tarmac. Not much of the outside permeates the EQS's cocoon. The long 126.4-inch wheelbase certainly helps attenuate bumps, but it's the tuning of the standard air-spring suspension that maintains the serenity despite our test car's 21-inch wheels wrapped in Goodyear summer rubber.

    Those sticky tires provide excellent grip despite the Benz's estimated 5600-pound curb weight. Press it hard into a corner and it remains flat, and the low center of gravity born of the massive battery in the floor seemingly drills the car into the center of the Earth. Steering efforts are light and don't pick up much even in Sport mode, but the easy efforts help mask the heft and size of this S-class-sized hatchback.

    2022 mercedesbenz eqs 450
    Four-wheel steering turns the rear wheels up to 10 degrees in opposition of the fronts at low speeds, helping to shrink the turning circle to 35.7 feet, making this very big Benz feel like an A-class. There's an ease and luxury to the whole driving experience, that is only interrupted by the brakes. Hitting the brakes in the EQS starts with energy regeneration from the motors and then blends in the stopping power of the four massive brake rotors. Stepping into the brake pedal is an initially mushy experience that doesn't slow the car much. Keep pushing and you reach a hard point where the pedal resists being moved further. Press harder and the deceleration finally hits, but it takes a lot of pedal pressure to get meaningful braking, and by then you're sailing towards that burgundy Corolla at an alarming rate.

    Using those unnatural-feeling brakes can be largely avoided by pulling on the right paddle behind the steering wheel twice. Do so and you get the maximum regeneration (what Mercedes terms Recuperation) that largely eliminates the need to touch the brake pedal and allows one to speed up and slow down in traffic by using only the accelerator. That max regen mode won't bring the car to a complete stop though. The system slows the car to about 5 mph and then continues to creep ahead. There is an additional regen mode that requires you to hold the right paddle called Intelligent Recuperation. It utilizes the adaptive cruise-control radar and camera systems to optimize regeneration based on the surrounding traffic, the topography, and the twistiness of the road. When engaged, it'll bring the car to a stop provided the car in front of you has stopped. It certainly works, but it's not smart enough to stop at a stop sign or red light and will only react to whatever the car ahead is doing.

    2022 mercedesbenz eqs 450
    Aside from this being Mercedes's first car built on its new EV platform, the other big news is the so-called Hyperscreen. The Hyperscreen consists of three screens that are covered in a massive glass panel that spans the width of the dashboard. The three touchscreens control nearly every function in the car, from setting an interior temperature to a game of Tetris. As a new system, it takes a bit of getting used to, but after a few hours of experimentation we became comfortable with scrolling through radio stations, looking up the outside air quality, setting a destination on the native navigation system, and pairing a phone to the system. Once paired, we largely skipped Benz's system for Apple CarPlay. There is also the option of talking to the EQS. Saying "Hey, Mercedes" wakes the EQS's virtual assistant that can help with a number of controls from setting the temperature to making a phone call. It works surprisingly well, but talking to your car always seems just a little silly.

    The Hyperscreen certainly looks like the future, but the instrument display in front of the driver is set high. That elevated cowl is the exact opposite of the low and simple dashboard of a Tesla Model 3 or even a Model S. The brain adjusts to it, but without an engine ahead of you, why does the cowl need to be so high?

    2022 mercedesbenz eqs 450
    We also questioned the lack of a frunk. A cabin air filter and some other ancillaries live under the fixed hood, but the EQS makes up for that deficiency with an absolutely massive amount of cargo space under the hatch. And, if that's not enough, the rear seats fold away.

    There's also a lot of space in the rear seat—leg-crossing, stretch-out space. Sitting in the rear seat you realize that this car is a reimagining of the S-class. In addition to the S-class appointments, performance, technology, and space inside, the EQS comes with an S-class-like price. The least expensive EQS450+ starts at $103,360, moving up to the Exclusive Level adds $3400, and the appropriately named Pinnacle Level comes in at $109,560. Pricing for the more powerful EQS580 opens at $120,160, requires an additional $3400 for the Exclusive trim, and for those who want it all, the Pinnacle will wear a $126,360 window sticker. Aside from the acceleration, the smaller motor EQS450+ is the same luxurious experience as the EQS580. If you never floor it for more than a couple of seconds, you'll never feel like you should have gone with the quicker car. The EQS450+ is just as quiet, just as refined, and just and lovely as the more expensive EQS580. So, for those who don't think every car that's next to you at a red light is competition, you'll be just fine.

    (https://www.caranddriver.com/reviews/a37917666/2022-mercedes-benz-eqs450-drive/)

  • 2023 Mercedes-Benz A-Class hatchback spy shots: Mid-cycle update in the works 2023 Mercedes-Benz A-Class hatchback

    The Mercedes-Benz A-Class is about to come in for a round of updates, as evidenced by a prototype spotted in Germany.

    The prototype is for an updated version of the A-Class hatchback sold outside the United States, but we should see the same changes introduced on the sedan variant we get here.

    The current A-Class arrived in 2018 as a 2019 model. We should see the updated version introduced in 2022 likely as a 2023 model.

    We're still at a very early stage of development. Right now only the grille is camouflaged, and looking through the gaps we can see that there's a new mesh pattern. It also looks like the center of the grille, where the Mercedes logo would normally sit, will house a sensor for the electronic driver-assist systems. It's possible the sensor will be integrated with the logo in the updated A-Class.

    It isn't clear at this early stage what other changes are planned. It's possible a plug-in hybrid powertrain is finally offered in the U.S. with this update. One has been available in other markets since 2019. In fact, this prototype is a plug-in hybrid, an A250e. The powertrain is comprised of a 1.3-liter inline-4 and an electric motor-generator integrated with an 8-speed dual-clutch transmission. System output is 217 hp and 332 lb-ft of torque, and the exhaust vents from underneath the car which is why you can't spot exhaust tips.

    The A-Class is currently offered exclusively with 2.0-liter turbocharged inline-4s in the U.S. The base version has a modest 188 hp but you can get an A35 from AMG, which packs 302 hp.

    Don't look for a battery-electric A-Class. Mercedes had planned to launch an electric A-Class at one point but decided to focus on crossover body styles instead, hence the reason it has just launched the GLA-Class-based EQA and will soon add a GLB-Class-based EQB.

    mototrauthority.com

  • 2023 Mercedes-Benz E-Class Based On New Leaks And Spies 2023 Mercedes-Benz E-Class Based On New Leaks And Spies

    Mercedes-Benz love affair with the executive class started way back in 1953, but for all intents and purposes, the E-Class has been around since 1993. Now, almost three decades later, we all know what is about to happen.

    It is not hard to guess, either, as the sixth-generation Mercedes-Benz E-Class has been under the watchful eye of spy photographers for a long time, plus earlier this month we also got to see the alleged leaked patent images of the 2024 model year. So, after checking the all-new iteration in black, gray, and white before we were supposed to, what else can we do?
     
    Well, according to the good folks over at Kolesa, continue with the unofficial investigation. So, they have again decided to jump the digital gun ahead of Mercedes’ releasing into the wild a new interpretation of the popular E-Class. Peeling off every layer of camouflage and showcasing the virtual goodies is not that hard when dealing with such a badly kept ‘secret.’

    Alas, there is still a bit of praise to be awarded for the outlet’s pixel master (Nikita Chuicko, the virtual artist better known as kelsonik on social media), as this interpretation might be a tad bolder and cooler than even the German company’s official new generation of the best-seller. Anyway, no one should expect a revolution from the design standpoint, as both the rear and side profile reference Mercedes’ latest sedans – the flagship S- and smaller C-Class.
     
    Luckily, if this digital interpretation corresponds to reality, the new E-Class should not be that hard to recognize from the front, mostly due to the executive sedan having larger headlights than any of those siblings. Plus, the LED daylight running lights might incorporate a small reference to previous four-eyed versions of the E-Class. Of course, do take all these assumptions with the traditional dose of salt.

    Read more on https://mercedes-world.com/e-class/mercedes-benz-e-class-based-on-new-leaks-and-spies

  • 2024 Mercedes-Benz E-Class spy photos reveal next-gen sedan 2024 Mercedes-Benz E-Class spy photos reveal next-gen sedan

    This camo is disguising next-gen bodywork

    What appears to be the 2024 Mercedes-Benz E-Class sedan was spotted testing in Europe this week under some pretty substantial camouflage. While it may be difficult to tell where the body stops and the disguise begins, one thing is for sure: Mercedes appears determined to keep its foothold in the midsize luxury sedan market.

    The E-Class sedan may not seem like the sort of car that ends up on the chopping block, but given the proliferation of lifted hatchbacks and premium SUVs, it's hard to take a sedan's continued existence for granted. In fact, reports have suggested that the two-door version of this platform is being consolidated with that of the smaller C-Class, carrying on the fine tradition of Mercedes-Benz models whose names offer no hint as to what size they are.

    What we do know is that this will likely be the final E-Class to be offered with internal-combustion power. The company plans to introduce three new full-EV platforms in 2025: MB.EA for midsized and larger passenger cars, AMG.EA for performance cars and VAN.EA for electric vans and light commercial vehicles, meaning the next-gen E-Class should sneak in just under the wire.

    Not to be confused with the forthcoming, all-electric EQE (which is also a midsize), our spies tell us the new E-Class should arrive in time for the 2024 model year. A 2023-2024 introduction would set it up for sunsetting right around 2030 – just in time to meet some world governments' aggressive targets for full electrification.

    (https://www.autoblog.com/2021/12/01/2024-mercedes-eclass-spy-photos/)

  • 2024 Mercedes-Benz EQG 2024 Mercedes-Benz EQG
     
     

    Overview

    Over several decades the Mercedes-Benz G-class built a reputation as an all-conquering off-roader before becoming a six-figure status symbol for celebrities. Now, with the automotive landscape shifting away from gas-powered cars, the G-class is spawning the all-electric EQG. So far Mercedes has only shown the Concept EQG, which it refers to as a “near-production study.” The EQG retains the classic boxy styling of the G-class, and Mercedes says that the EQG will continue to be an extremely capable all-terrain vehicle. The 2024 Mercedes EQG is expected to have four electric motors, one per wheel, and will integrate its batteries into an old-school, robust ladder frame.

    What's New for 2024?

    The EQG will be an all-new model for the Mercedes brand when it launches. We expect it to arrive for the 2024 model year, meaning it could go on sale in late 2023. Although it will probably share a similar suspension and chassis with the gas-powered G-class, the batteries and electric motors will be new to the EQG.

    Pricing and Which One to Buy

    EQG
    $150,000 (est)

    We estimate that the price of the 2024 Mercedes EQG will be in the $150,000-range when it reaches dealerships. We’ll know more about the different EQG trims and their pricing closer to the electric off-roader’s on-sale date.

    Engine, Transmission, and Performance

    The EQG is expected to be powered by four electric motors, one near each wheel, that will be individually controllable, which should improve on- and off-road driving performance. If the concept is any indication, the EQG will also come with a shiftable 2-speed gearbox for traveling far off the beaten path. The EQG will use a similar chassis setup to the gas G-class, with a sophisticated independent front suspension, which should help with on-road driving, and a rigid rear axle.

     
    2024 mercedes benz eqg side exterior
     

    Interior, Comfort, and Cargo

    The Concept EQG is fitted with a lockable box in place of the traditional spare wheel housing, to store the charging cable and provide some additional storage but we still expect the EQG to offer a rear-mounted spare tire unlike the concept.

    (https://www.caranddriver.com/mercedes-benz/eqg)

  • Mercedes-Benz Drive Pilot First Drive: It Actually Drives Itself*
     

    The future, when it arrived, was anticlimactic. The snow flurries had finally eased off and the traffic on the autobahn had at last slowed to less than 37 mph. White lights appeared on the metal buttons at 10-to-2 on the Mercedes-Benz S-Class' steering wheel. I thumbed one of them. Green now glowed on the wheel and in the display arcing around the top of the steering column. I took my hands and feet off the controls.

    And just like that, the S-Class was driving itself with full Level 3 autonomy, automatically slowing and accelerating and steering in concert with the cars around it.
    Less than 24 hours earlier, the German Federal Motor Transport Authority had formally approved the use of S-Class sedans equipped with Mercedes-Benz's new Drive Pilot system on public roads in Level 3 autonomous mode. I had just become one of the first people in the world apart from Mercedes-Benz engineers to legally drive—er, be driven by—Drive Pilot on a real-world road and in real-world traffic conditions.

    But not for long.

     
     
    Mercedes Benz erhält weltweit erste international gültige Systemgenehmigung für hochautomatisiertes Fahren Mercedes Benz receives world's first internationally valid system approval for conditionally automated driving
    Within a couple of minutes, the lights on the buttons and the steering column flashed red, indicating the car was handing control back to me. Although the snow had stopped, the fast-fading daylight had fallen below Drive Pilot's operating threshold. "As you can see, the use case is edgy," acknowledged Gregor Kugelmann, senior development manager for Drive Pilot. "If it's too dark, too wet, too cold, or there's too much snow, the system will not operate."

    Now, before the Elon bros start sniggering and going all in on $TSLA, it should be pointed out that Drive Pilot's limitations are not due to the technology it employs but have been artificially imposed out of an abundance of caution on the part of both Mercedes-Benz engineers and the German government. Drive Pilot, which will be available on German-market S-Class models within the next few months, will only allow Level 3 autonomous operation on certain sections of the German autobahn network at speeds up to 37 mph, and only if certain weather conditions are met.

    Though they won't comment on the record, the rolled eyes, half smiles, and shaking heads tell you exactly what the engineers in Stuttgart think of Tesla's so-called Full Self-Driving (FSD) system. Privately, they're astounded FSD Beta testing is even allowed on public roads. Getting Drive Pilot to meet Mercedes-Benz's own engineering and safety standards—not to mention those of the German authorities—has taken years of work in test labs and on the proving ground.

     The Drive Pilot development program has so far racked up more than eight million test miles—"We drove every foot of the entire autobahn network at least twice," says Kugelmann—and the current test fleet comprises 260 vehicles. In 2015 Mercedes spent almost $1 billion acquiring a stake in the HD live-mapping company Here from Nokia to provide highly accurate baseline data for the system. (BMW, Audi, Intel, and Bosch are also stakeholders.)

    In addition to the parking sensors in the front and rear bumpers and the 360-degree cameras in the rearview mirrors that are fitted to regular S-Class models, Drive Pilot equipped cars have multimode radar units at each corner, a front-facing long-range radar and a LIDAR unit behind the grille, a stereo camera at the top of the windshield, a regular camera facing rearward through the backlight, and a moisture sensor in the front wheel well.

    Mercedes Benz erhält weltweit erste international gültige Systemgenehmigung für hochautomatisiertes Fahren Mercedes Benz receives world's first internationally valid system approval for conditionally automated driving

    The car knows, to within a fraction of an inch, exactly where it is in terms of its absolute position, its relative position, and its position correlated to carefully measured landmarks thanks to a highly precise positioning antenna mounted in the roof. The data is so accurate it even accounts for the effects of continental drift, says test engineer Jochen Haab, and between one and three miles' worth is buffered into the Drive Pilot system at any one time.

    The rear-facing camera is used to detect the flashing lights of emergency vehicles approaching from behind, although the "Hey, Mercedes" voice-activation microphone in the cabin will pick up the sound of the sirens even if the vehicle cannot be seen. If an emergency vehicle is detected, Drive Pilot will hand control back to the driver. Similarly, if the moisture detector, which measures the sound level of the spray from the tire on wet roads, determines the road is too wet—meaning rain and spray could interfere with the camera, radar and LIDAR—control will be handed back to the driver.

    A quick recap: The Society of Automotive Engineers' standard SAE J3016 defines a vehicle's autonomous driving capability by way of levels, with Level 0 being no autonomous capability whatsoever to Level 5 being full autonomy, with the vehicle able to drive itself anywhere, in all conditions. We're already familiar with Level 1 and Level 2 autonomy, where the vehicle assists the driver thanks to technologies such as lane-keep assist and adaptive cruise control.

    Level 3 is the bridge between Level 2, where the driver is supported by autonomous technology but is still in control of the vehicle, and Level 4, where the vehicle is always in full control. And here's the key point: In Level 3, the vehicle is in full control while in autonomous mode, until the moment the parameters under which it can no longer operate autonomously are met. At that moment, when the car requests it, the driver must take control.

    "Level 3 is where it gets interesting," said David Cooke, senior associate director of the Ohio State University Center for Automotive Research, in a recent interview with Automotive News. "In Level 2 the human is always in charge. [In Level 3] the vehicle is in charge, until it's not."

    Mercedes Benz erhält weltweit erste international gültige Systemgenehmigung für hochautomatisiertes Fahren Mercedes Benz receives world's first internationally valid system approval for conditionally automated driving

    The critical time lag between the vehicle ceasing to operate autonomously and the driver taking full control is the prime reason for the extreme caution in the rollout of Level 3 by both Mercedes-Benz and the German authorities. The rash of crashes in the U.S. involving distracted drivers in Teslas operating in Autopilot modes that purport to provide near-Level 3 autonomy has not gone unnoticed

    Some tests have shown that, relieved of the task of mentally and physically controlling their vehicles, drivers can take up to 15 seconds to reacquaint themselves with what's happening around them on the road. However, testing done by Mercedes-Benz involving average drivers aged from 18 to 85, showed that even if totally distracted—the test subjects were asked to play Tetris on the center screen while their S-Classes were self-driving in Level 3 mode—most could resume full control in four to six seconds.

    No pricing for Drive Pilot has yet been announced, though Gregor Kugelmann says it will cost less than the $9500 Mercedes-Benz charges in Europe for the Hyperscreen option in the new EQS sedan. No one expects a high take rate: "We can give our customers the opportunity to hand over [control] to the vehicle when they are able to and give them some time back with autonomous driving capability," Kugelmann says. "But right now, there is no real business case."

    That said, Kugelmann jokingly suggests Los Angeles provides the perfect use case scenario for the current iteration of Drive Pilot: "There's no rain, 12 hours of sunlight, and 10 hours of traffic jams!" But he's only half joking: Mercedes already has 10 Drive Pilot-equipped cars under test on L.A. 's crowded freeways. And based on my brief experience behind the wheel, Drive Pilot would be money well spent for anyone who regularly endures the peak-rush-hour grind around the city. You can genuinely catch up on emails or watch the news, or enjoy a latte while your S-Class deals with the mind-numbing chore of driving in a bumper-to-bumper crawl.

    Drive Pilot is a first step towards much more highly autonomous Mercedes-Benz vehicles. The system will be upgraded to enable higher operating speeds and fully autonomous lane-change capability—under German law, to be allowed to operate at Level 3 above 37 mph, vehicles will have to be able to autonomously reach a 'safe haven' such as a breakdown lane in case of an emergency. Achieving that capability will require the addition of two rear-facing long-range radars.

    While autonomous vehicle startups such as Waymo, Cruise, Zoox, and Aurora are convinced full autonomous capability can only be achieved by creating highly skilled and omniscient digital drivers, Mercedes-Benz sees it as the ultimate function of ever more sophisticated iterations of the advanced driver-assist systems it has already created. "Level 4 is technically possible for us in the second half of this decade," Gregor Kugelmann insists.

  • Mercedes-Benz E 450 All-Terrain 2021 Review Mercedes-Benz E 450 All-Terrain 2021

    Once upon a time, station wagons dominated America’s roadways. They were the preferred mode of transport for frugal families road-tripping across the country until the arrival of the minivan. Today, wagons make up a sliver of new vehicle sales. That’s despite a surge in models that blur the lines. Traditional wagons exist and continue to appeal to consumers looking for something different, but high-riding, ruggedized long-roofs are becoming more and more common.

     Subaru is the most successful purveyor of this sort of car, but Volvo has its Cross Country range and Audi is expanding the Allroad line with a new A6 Avant-based model. These vehicles attempt to marry the appeal of wagons – that they’re interesting, different holdovers of another time – with the air of capability that makes crossovers popular. For 2021, Mercedes-Benz is getting in on the action, discontinuing its E450 Wagon and introducing the E450 All-Terrain.
     
    Packing a standard air suspension , a boost in ground clearance, and some rugged body mods (not to mention the same changes introduced on the broader E-Class line for 2021) does mean added capability. But even with these new touches, this high-riding wagon feels too much like its traditional counterpart in a few important ways.

    Looking The Part

    The E-Class All-Terrain’s new headlights, more prominent grille, and tweaked front bumper conspire to produce a more premium, attractive face than last year’s E-Class Wagon. And where the back of the revised E sedan looks worse than its predecessor, the designers left well enough alone on the wagon, retaining the slim, horizontal taillights and a wide-opening aperture with a low lift-over height.


     
    The All-Terrain differs from its predecessor, though, with prominent black plastic around its wheel arches and side sills. The 2021 model is no wider than last year – both cars span 73.7 inches, not including the mirrors – but there is a subtle flare to the arches that produces more visual mass. There’s also black plastic on the front and rear bumpers, although the protection on offer is minimal (this is no G-Wagen).

    The car’s stance is more purposeful, although our tester left us scratching our head with its optional 20-inch wheels.
     
    Completing the tougher look is a boost to the E450’s ride height. The now-standard air suspension offers 5.8 inches of ground clearance, 2.0 inches more than what you got from last year’s E450 Wagon. The car’s stance is more purposeful, although our tester left us scratching our head with its optional 20-inch wheels. They look good and are a visual benefit to the car overall, but big wheels and skinny sidewalls don’t give the impression of SUV-like toughness.


     
    Mercedes made one significant change to the E-Class cabin, with every variant receiving a new steering wheel design. The company opted to replace physical buttons and scrollers with touch-capacitive controls. Some work, like the “buttons” that activate and adjust the cruise control. But the important controls – the volume slider and the directional pads for controlling the digital instrument cluster and infotainment system – tend to have a mind of their own.

    Almost All Terrain

    This is not a Mercedes problem, but these lifted wagons are rarely as capable as they look. In the E450 All-Terrain’s case, though, the bones are good. The air suspension allows up to an inch of height adjustment, and new Offroad and Offroad Plus driving modes, plus hill descent control, provide an easy avenue for tweaks to the suspension, stability control, and powertrain.
     
    The chink in this car’s armor is, as is often the case, its tires. The E-Class is only available with 19- or 20-inch wheels with 245/45/19 or 245/40/20 tires, respectively. Our tester featured the larger option and was perfectly fine on smooth and paved roads. The soft air suspension soaks up abuse so well that you aren’t even aware you’re riding on rubber bands. But dirt roads are an anxiety-inducing experience, to the point that we can’t understand why Mercedes engineered dedicated off-road driving modes – they’re moot with the factory wheel/tire choices.

    It’s a miracle the E450 survived our dirt-road session without a flat tire.
     
    We integrated 90 minutes of dirt-road driving – typical stuff for rural Michigan – into our usual test loop, and it’s a miracle the E450 survived without a flat tire. Bumps that didn’t look all that significant sent a groan-inducing shudder through the body, preceded by the instantly identifiable clunk of a wheel accepting forces that the tire should handle. While it hurts the aesthetics, the first thing we’d do with an E450 All-Terrain is drop the wheel diameter to 17 or 18 inches and then fit the thickest sidewalls the car could accommodate without rubbing – there’d be a dramatic improvement in dirt-road comfort.

    Still Works As A Wagon

    Despite the All-Terrain treatment, the E450 still works as a suburban runabout. Packing a new engine for 2021 – a non-AMG version of the E53’s turbocharged, mild-hybrid straight-six – and standard all-wheel drive, this wagon offers innocuous performance around town. There’s 362 horsepower and 369 pound-feet of torque – identical to the E450’s old twin-turbo V6 – and while Mercedes isn’t publishing a zero-to-60 time, we’d wager it remains in the five-second range.


     
    The 2021 E450 doesn’t feel any quicker than its predecessor, but the new mild-hybrid engine is far, far smoother. That’s partially down to the inline layout – arranging six cylinders in a row is inherently better than putting them in a V – but also thanks to the EQ Boost mild-hybrid system, which uses a 48-volt electrical architecture to power a compressor that immediately spools the turbocharger. The combo of these two things means that off the line, the All-Terrain accelerates like the more luxurious, refined car. The new engine is quieter, for a start, but what you hear is smoother and more pleasant, too.
     
    Despite the All-Terrain treatment, the E450 still works as a suburban runabout.
     
    Meanwhile, the added ride height has only a small impact on how the All-Terrain handles. There’s more body roll, which makes sense, but it’s easy to predict how the car will respond to inputs. Overall grip levels are high too, owing to the wildly inappropriate-for-an-off-roader Pirelli PZero rubber. This is an easy car to hustle about.

    Price Is Still An Issue

    Ultimately, and as was the case the last time we drove an E-Class Wagon, we’re still concerned about the cost of this variant and the limited number of configurations it’s available in. The All-Terrain only offers the 3.0-liter EQ Boosted straight-six, while its $67,600 starting price is over $10,000 more than a GLE 350 4Matic and $5,100 more than its nearest counterpart, the GLE 450.
     
    Those points aside, the All-Terrain has one big pro we haven’t mentioned: exclusivity. Mercedes imports precious few wagons to the United States each year, making the E450 and its AMG counterpart, the E63, two of the company’s rarer vehicles. That hasn’t been enough to motivate customers in the past, but with a ruggedized alternative to the traditional wagon arriving in showrooms soon, it’s possible that Mercedes may see some more interest from American consumers looking for something different. Read more > https://mercedes-world.com/e-class/mercedes-benz-e-450-all-terrain-review

    Source: mercedes-world.com

  • Mercedes-Benz E 63 AMG Wagon 550-Horsepower Could Be The One For You (photo + video) Mercedes-Benz E 63 AMG Wagon 550-Horsepower

    Looking for a performance car that you can also use for the daily school run? This 2012 Mercedes-Benz E63 AMG Wagon could be the one for you.

    We’re living in an era where SUVs have become the go-to vehicles for those looking for family cars, but performance-focused wagon/estate vehicles have something undeniably cool about them. This E63 AMG Wagon currently residing in Burnaby, British Columbia, Canada, looks to have been well maintained and will make its future owner stand out from the droves of SUVs that have seemingly taken over the streets.

    The Bring A Trailer ad lists that the car is finished in Diamond White Metallic and sits on factory 19-inch AMG wheels finished in black and wrapped in staggered-width Michelin Pilot Super Sport tires. Adding to the wagon’s desirability is the fact that it is equipped with the factory P30 Performance Package that boosts power to 550 horsepower and 590 lb-ft of torque routed to the rear wheels through a seven-speed automatic. It also includes a stiffened electronically adjustable sport suspension and an AMG-specific braking system with cross-drilled rotors and red calipers.

    Inside, the Merc features black semi-aniline leather across the seats and door panels, various carbon fiber accents and a black Alcantara headliner. It also has powered, heated, and ventilated seats with memory functions, a panoramic moonroof, Blind Spot assist, lane tracking, and illuminated door sills.

    This E63 AMG Wagon has been driven 103,000 km (~64,000 miles) and was serviced in October and fitted with new differential side cover seals, axle nuts, and front sway bar links. It is being sold with service records, factory literature, accessories, two Carfax reports and a British Columbia registration. 

    {vembed Y=uNOe5w60jw}

    Source: mercedes-world.com

  • Mercedes-Benz EQE Will Be Smaller Than The E-Class

    Mercedes-Benz is going all-in on their EQ line of vehicles, with six new cars confirmed to launch over the coming months and years. We’ve already seen spy shots of the EQS Sedan, which will be unveiled later this year. This time it’s the turn of the smaller EQE Sedan.

    The EQE Sedan will be the second car to use Mercedes‘ new Electric Vehicle Architecture (EVA). Like the EQS Sedan, it’ll follow the hierarchy set by their legacy models, meaning that the EQE will play in the same segment as the E-Class.


     
    However, the EQE won’t just be a simple rework of the E-Class body shell. It will be based on the new Modular Electric Architecture (MEA) and feature a swoopy cab-forward design, as we’ve seen with the EQS, inspired by the Mercedes Vision EQS concept car.

    Like the EQS Sedan, the EQE Sedan (codenamed V295) will spawn an SUV variation. In what could prove to be a confusing naming convention, this soft-roader be called the EQE SUV.


     
    From these images, it’s evident that the EQE is smaller in overall diameter than the EQS Sedan, with our spy photographers noting that it may even be slightly shorter overall than the current E-Class. But, thanks to the EVA platform’s flat-floor design, the interior is likely to be more spacious than the ICE-power car.

    The EQE also offers a “proper” boot, unlike the five-door lift-back style featured on the EQS. The side profile’s most striking feature is how the beltline sweeps up in a manner not often seen in a Mercedes-Benz design. That said, the heavy camouflage and body panel disguise would indicate that the outlines of the rear quarter panels and the hood are not to be believed just yet.


     
    The interior is expected to feature a version of the forthcoming MBUX Hyperscreen. The boundary-breaking dashboard features three screens sitting under one massive expanse of glass. The glass stretches from door to door and allows the front-seat passenger to have their own dedicated display.

    Powertrains are yet to be confirmed, as the car itself looks set to be a 2022 model. What we expect, though, are twin motor setups with all-wheel drive. The German carmaker aims to offer the bigger EQS Sedan with a driving range of up to 435 miles (700 km), so expect to see similarly impressive figures from the EQE as well.
     
    There’s also a strong likelihood that we’ll see AMG models of the EQE Sedan as well, set to take on the likes of the Taycan, e-tron GT, and Tesla Model S. Read more > https://mercedes-world.com/eq/mercedes-benz-eqe-e-class

    mercedes-world.com

  • Mercedes-Benz S-Class review Mercedes-Benz S-Class

    Big Mercedes-Benz comes loaded with tech, but feels less weighed-down

    Is the Mercedes-Benz S-Class any good?

    You bet! Without fail, each new generation of Mercedes-Benz S-Class is tasked with setting new standards of excellence. And in the case of this one, its maker has pulled out all the stops with a car that's designed to be smoother and more serene than ever before.

    But even if you're not in the market for a high-priced luxury car, you reall should take notice of this one. Much of the technology that debuts in this car will undoubtedly filter down into more popular cars over the next few years.

    The S-Class also needs to be exceptional, as it faces a diverse and incredibly capable set of rivals in the form of the Audi A8, BMW 7 Series, Bentley Flying Spur and the Rolls-Royce Ghost. It also has to battle top-end SUVs, such as the Mercedes-Benz GLS as well as the ever-popular Range Rover.

    This is ignoring the growing selection of four-door coupes as well (Mercedes’ own offering, the CLS, is based on the E-Class but traditionally delivers the luxury of an S-Class in a sportier, smaller package) and Porsche Panamera. There are many, many vehicles the S-Class needs to outclass to get your attention – and, apologies for the spoiler, but we think it manages it.

    What's it like inside?

    This is, perhaps, the most welcoming S-Class interior yet, with an almost cosy wrap-around feel and lavish, soft surfaces everywhere. Technology still defines the S-Class' mission to blaze a trail others follow though, and there's a single, large display panel that slopes downward, with a central infotainment touchscreen dominating the overall view up front.

    A new air filtration system is included, which can do things like pump perfume into the vents and automatically activate the recirculation setting when you go through a tunnel.

    The 12.8-inch control screen is available with haptic feedback and OLED technology, and is easy to read from all angles and interact with as a conseqence. That clean interior design approach extends to the use of an augmented reality head-up display and 3D instruments that can be reduced to a minimal amount of information.

    Several different designs can be had for the digital instruments, including a sporty one with red dials, to the classy Exclusive theme that displays white dials and backgrounds.

    Mercedes-Benz’s MBUX 'Hey Mercedes' voice assistant has also had an upgrade, allowing for even more natural speech. If someone says they’re tired, one of the car's Energising Comfort programs can be activated, for example. When certain prompts arise, like an incoming call, the ‘Hey Mercedes’ activation phrase is not required – someone can simply say ‘Accept call’ – all in an attempt to simplify using the car's vast array of functions.

    What's it like to drive?

    Currently, there are two diesels and one petrol to choose from, all of which use Mercedes-Benz’s latest straight-six engine range. The S 500 petrol also has 48v mild hybrid assistance that helps boost torque and all hit 155mph. We've only driven the S 500 version so far, but it's powerful, smooth and surprisingly economical, given its size.

    Unsurprisinly, S-Class majors on comfort – it rides on air suspension that lowers itself automatically at speed while giving a soft ride for passengers. Rear-wheel steering is also available in two versions, with one set-up allowing the rears to turn at up to 10 degrees. Mercedes claims that, four-wheel steering gives an S-Class has a similar turning circle to an A-Class hatch.

    One advanced option is the E-Active Body Control system, which allows the new S-Class to tilt into corners like a Pendolino train. The technology also raises the ride height by 8cm when sensors detect a side impact is imminent, positioning the chassis to take the brunt of the crash via the door sills, rather than the doors themselves.

    What models and trims are available?

    The diesel line-up comprises of an S 350 d (286hp) and the 330hp S 400 d 4Matic (meaning four-wheel drive), while the petrol is the S 500 4Matic, which boasts a power output of 435hp. More models will follow in the coming months.

    There are six trim levels to choose from – AMG Line, AMG Line Premium, Long AMG Line Premium, Long AMG Line Premium Executive, Long AMG Line Premium Plus and Long AMG Line Premium Plus Executive.

    Even the entry-level AMG Line model is well equipped, coming with 19-inch wheels, air suspension with self levelling, keyless-go with seamless door handles, Intelligent LED headlights, parking package with reversing camera and power closing doors and bootlid. Move up the range and start plundering the options list at the sky's your limit.

    What else should I know?

    You can order an S-Class now, with deliveries set for later in the spring of 2021 – with the diesel S 400 d version offering the fuel consumption, and the S 500 giving the quickest performance, as you'd expect. But on paper, the gap between petrol and diesel has closed considerably. The gamechanger will be the plug-in hybrid S 580e, which is due to go on sale late in 2021.

    Don't expect your local Mercedes-Benz dealer to be offering discounts any time soon, as it's so new and interest is running high. The number of cars coming to the UK will be limited so as to keep a firm control on supplies. We'll know more about reliability and ease of running as the year unfolds, but we don't expect it to be much different to the last S-Class, which was held in high regard in that respect.

    (parkers.co.uk)

  • Mercedes-Benz unveils new Citan: Last with SUS engines

    In addition to the medium and large Sprinter and Vito vans, Mercedes has been present in the small van class with the Citan model for many years. The new Citan, in addition to numerous improvements, will also be the last to be powered by internal combustion engines, because all future development will be available exclusively with electric drive. The new Citan will arrive in Serbia at the end of this year.


    The design of the new Mercedes-Benz Citano is characterized by unusual stylish elements for a small van. The hips and edges around the wheels are highlighted, and the front has got a face that is now in line with other new models from Mercedes-Benz.


    Citan has compact external dimensions (length: 4,498 mm), but with a generous amount of space inside. It will be presented on the market as Panel Ven (Van) and Tourer.


    Later there will be more variants with a long wheelbase, as well as the Mixto version. But even in the short wheelbase variant (2,716 mm), the Citan offers much more space compared to the previous model - for example, on a van, the length of the luggage space is 3.05 meters (with a flexible partition wall).
    The capacity of the Citan Van is up to 2.9 m3, according to the VDA standard. The two euro palaces intersect one after the other in the luggage compartment. Traction capacity is 1.5 tons.

    Sliding doors are a practical feature, especially in narrow parking spaces. The new Citan is available with a maximum of two sliding doors. They offer a wide opening on both sides of the vehicle measuring 615 millimeters. The height of the boot opening is 1,059 mm.


    And at the rear, the luggage compartment is easily accessible: the loading sill in the Van variant is at a height of 59 cm.


    Meanwhile, the two parts of the rear door can be locked at an angle of 90 degrees and can even be moved 180 degrees towards the sides of the vehicle. The door is asymmetrical, with the left door being higher and must be opened first. Optionally, the van can also be ordered with a rear door with heated windows and a windscreen wiper. On request, available with a tailgate that equally contains these two pieces of equipment. 
    The Tourer variant already comes standard with a rear door with a window. Alternatively, it is available with the rear door closed. The rear bench can be folded in a ratio of 1/3 to 2/3. Versatile storage space and compartments make everyday use of the Citan easier.

    Engines on offer

    At launch, the new Citan's engine range consists of three 1.5 diesel engines and two 1.3 petrol models. Gasoline variants will be offered with 102 and 131 hp, and diesel with 75, 96 and 116 hp. In addition to the six-speed manual transmission, the most powerful diesel and petrol models are also available with a seven-speed dual-clutch transmission (DCT) 2.
    The electric eCitan will be introduced in the second half of 2022. This variant of the model will expand the portfolio of commercially powered electric vehicles, along with eVit and eSprinter. The range is expected to be around 285 km according to the WLTP methodology.

    Like its big brother Sprinter, the new Citan can optionally be equipped with an MBUX infotainment system (Mercedes-Benz User Experience). Also, there are many state-of-the-art assistance systems.

     


    In addition to the legally required ABS and ESP systems, the new Citan models are also equipped with Hill Start Assist, Crosswind Assist, Attention Assist and Mercedes-Benz Emergency calls in standard equipment. The assistance systems on the Citan Tourer model are even more extensive: in this model, Active Brake Assist, Actrive Lane Keeping Assist, Blind Spot Assist and Speed ​​Limit Assist with traffic sign detection are standard equipment to provide additional assistance to the driver.

    The price of the new Citan will be known when this model arrives on the Serbian market at the end of the year. For now, only approximate prices have been published in Germany, which are slightly above 20,000 euros.

  • Mercedes-Benz W123 (1975-1986) Mercedes-Benz W123 (1975-1986)

    Mercedes-Benz W123 (1975-1986)

    The Mercedes W123 cars, produced from 1975 to 1986, were hugely popular all over the world. This model was sold in 2,4 million cars.

    In 1980 the Mercedes W123 was the best-selling car model in Germany,

    The W123 became a hit with the public due to its modern look. Following the slow build-up during the first year of production as to ensure the high and consistent quality, the customers who placed their orders faced a lengthy waiting period of nine to twelve months.

    Interesting fact was that black market emerged for the customers who were willing to pay more for immediate delivery.

    This model of Mercedeswas well-built, durable, and reliable. Many taxi companies chose W123 for this reason, and they were common sight in Germany. Reaching 500,000 or 1,000,000 km with minor mechanical issues was common with W123 used as taxicabs. 

    W123 production ended in January 1986 with 63 final T-models rolling out. Most popular single models were the 240 D (455,000 built), the 230 E (442,000 built), and the 200 D (378,000 built).

    Where is the best buy? What is the price?

    Market price of this oldtimers Mercedes W123 is around $ 30,000.00 is is in good and original condition.

    If you look for such a car, you can find it under lower price in East Europe.

  • Starting in 2024, Full Mercedes-Benz Lineup Will Have Autonomous Capabili Starting in 2024, Full Mercedes-Benz Lineup Will Have Autonomous Capabili

    Newly announced partnership with Nvidia will include over-the-air upgrades and could even yield a Mercedes App Store.

    • Mercedes-Benz and Nvidia have announced a new partnership that will bring upgradable AVs and, maybe, a Mercedes App Store.
    • This new deal doesn't exactly replace Benz's previous deal with BMW, which was put on hold last week due to future model timing.
    • Based on the Nvidia DRIVE platform, the new partnership will be used in every next-generation Mercedes-Benz vehicle starting in 2024.

    When planning for the future, it doesn't hurt to give yourself some options. Last year, for example, Mercedes-Benz and BMW announced that they would work together on autonomous passenger cars that would be available to private customers starting in 2024. Last week, that cooperation effort was put on hold and then this week, Mercedes announced a new partnership with Nvidia on automated-driving technology to be trolled out in new Benzes starting in 2024.

    Even though that could be read as Daimler swapping out BMW for Nvidia for its upcoming AV tech, the reality is a bit more complicated. A Mercedes-Benz spokesperson told Car and Driver that the cooperation with Nvidia is independent from the one that was planned with BMW. "The timing with planned models from BMW did not fit, that is why we put the cooperation on hold and may resume later," she said. "With Nvidia we are looking at a software-defined architecture for automated driving features. This is different to what was planned with BMW."

    Different and bigger. Danny Shapiro, Nvidia's senior director of automotive, told C/D that the future that his company's new deal with Mercedes-Benz offers comes with support from the top, which means Nvidia CEO Jensen Huang and Mercedes-Benz AG CEO Ola Källenius.

    "Don't think of [the announcement] as a product but a change in strategy and architecture that [Mercedes'] entire future lineup is based on," he said. "It's very significant on both sides. It's rare for an automaker to put so much trust in another company. Ola and Jensen have been working very, very closely on this. It's top down in both companies."

    Every Mercedes Will Get Nvidia's AI Supercomputer

    So, what's in the deal? As Shapiro said, a lot. Mercedes-Benz and Nvidia are going to build a new software-defined computing architecture for automated vehicles based on the Nvidia DRIVE platform that will be installed across the fleet of next-generation Mercedes-Benz vehicles, starting in 2024.

    "It's really a transformative business model for Nvidia and Mercedes-Benz," Shapiro said. "The entire fleet, every car from the entry A-classes to the S-classes, will have the highest-performance Nvidia AI supercomputer on board."

    Shapiro said that each of these new Mercedes vehicles will come with the full surround sensor suite installed and then, similar to how Tesla does things today, it will be up to owners to decide if they want to activate features, either when they purchase the car or after the fact with an over-the-air update. "There will be different business models, subscription service possibilities or one-time fees or things like that, depending on the region, that potentially turns the car into a fully upgradable, perpetually upgradable device, and there potentially could be be a Mercedes App Store," he said.

    The features include what Mercedes calls "state-of-the-art automated driving functionalities" that will be able to "automate driving of regular routes from address to address," but since Mercedes is only promising Level 2 and 3 autonomous driving, the driver may need to take over in some situations during the drive. Mercedes says future automated parking functions that use this system could offer up to Level 4 capabilities, which means the car could go park on its own.

    Source: caranddriver.com

  • World premiere: The Mercedes EQS is something completely different Mercedes EQS

    The world premiere of the new flagship of the Mercedes-Benz brand was held on April 15. In the years ahead, the EQS model will have the significance that the S-Class had in the years behind us.

    It may be able to connect with important Mercedes only because it is luxurious, but the new top limousine from Stuttgart is different in everything else. The unexpected design, called the "one bow roofline", has made the EQS the most aerodynamic production car in the world.

    There is also a giant hyper-screen in the cabin of 141 cm and a range of 700 km on electricity (and the same amount of horsepower in the strongest version). These are just some of the trump cards, in fact, not trump cards, but tasks for others, because we know that, whether people like it or not, history records that Mercedes regularly sets standards. Meet the EQS - the electric sedan of the future, in the present.

    The design of the arch-like sedan, which may not appeal to everyone, has contributed to the 0.20 cd EQS being, as we said, the most aerodynamic production electric sedan (better than both the Tesla S and the Lucid Air model). It's even a kind of legacy from Mercedes - some of the most cult models from the past could also boast that the gusts of wind can be their allies. We are thinking of one of the models that always evokes fond memories, and it was also the first compact sedan with a star on the hood - the legendary 190.

    So, design. Yes, it is unusual. Some are already saying that the profile is "critical", while the EQS from the front and back is great. But it's still too fresh to comment. The design should be given time to settle, which has been confirmed many times throughout history. What we can say is that we liked the electric rival from Audi - the e-tron GT, at first glance. But we whispered that to you. We said we wouldn’t talk about design, much less about tastes.

    EQS is the so-called "Liftback" sedan which, as they say from Mercedes, should cost something similar to the new S-Class. We'll see.

    This sedan is also the first Mercedes to be built from scratch as an electric vehicle. It was created on the EVA platform on which EQE (E-Class on electricity), then EQE SUV, as well as EQS SUV will be based.

    This base, among other things, allows them special air suspension and control of the rear wheels. Thus, the EQS is 5.2 meters long, 1.9 m wide and 1.5 m high, in addition to being aerodynamic, it also boasts a turning diameter of only 10.9 meters.

    The distance between the axles is 3.2 meters (106 cm more than the S-Class), which means that two-meter walkers will be able to stretch their legs inside without any trouble. The lucky ones. And they will also enjoy the "No.6 Mood Linen" fragrance designed especially for EQS. It is number 6 because the first electric cars were added to the 1906 model range with "Mercédès Electrique" vehicles.

    Who cares, the trunk is 610 / 1,770 liters (60 liters more than the S-Class).

    Design. Again. It is important to say that the EQS is also made of a lot of aluminum, and in front of the mask there is a black panel that connects the headlights connected by a light strip that extends the entire width of the front part. Now watch this - Digital Light has a light module with three extremely powerful LEDs with light that is refracted and directed by 1.3 million micro mirrors. The resolution is, therefore, greater than 2.6 million pixels per vehicle. That's what they say in Mercedes.

    What's inside

    We have already written about the cabin, because it was shown before the premiere (find out more here), so we will now present some very interesting figures and information about the hyper-madness inside. With the MBUX Hyperscreen, several screens seem to blend seamlessly, resulting in an impressive curved screen width of 141 centimeters.

    The large glass covered by the Hyperscreen is three-dimensionally curved in the molding process at temperatures of approximately 650 ° C. This manufacturing process allows the display to be displayed without distortion across the entire width of the vehicle.

    To get to the most important MBUX applications, the user navigates through 0 menu levels. Everything is there right away. That is why it is called "zero layer". Also, through this system, the driver has the option of remotely opening the rear door.

    The display area of ​​the optional larger head-up display corresponds to a 77-inch screen. The projection unit consists of a high-resolution matrix of 1.3 million individual mirrors. And they say that in a Mercedes.

    For haptic feedback during operation, a total of 12 actuators are located below the surfaces of the Hyperscreen. If the finger touches certain places, they trigger vibrations. The coating on the glass makes cleaning easier, and only the curved glass consists of scratch-resistant aluminum silicate.

    Two versions of EQS

    The rear axle of the EQS 450 has an electric motor that delivers 333 hp and 568 Nm, while the more powerful EQS 580 has two electric motors (on each axle), thus offering e-4 × 4 drive and a total power of 523 hp and 885 Nm.

    It reaches the "hundredth" EQS, weighing 2.5 tons, in 4.3 seconds, or 6.2 in the weaker version. Top speed is 210 km / h. Both versions use a powerful 107.8 kWh battery that can provide a range of 700 km.

    An AMG variant is planned to be based on the EQS 580 iwill have more than 700 hp.

    Otherwise, depending on the equipment, up to 350 sensors monitor the functions of the EQS and explore the vehicle's environment. And we don't count antennas in that number. The sensors measure, for example, distance, speed and acceleration, lighting conditions, precipitation and temperature, seat occupancy, and count and monitor the movement of the driver's hood or passenger speech.

    So much for advanced technology for today.

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