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Intelligent lightweight construction plays a decisive role in reconciling the classic conflict between the objectives of low weight and high strength in the CLS Shooting Brake. The model features frameless, all-aluminium doors, for example. The aerodynamic design also makes a crucial contribution to efficiency, with a Cd value of 0.29. The second-generation CLS Coupé was the first vehicle from Mercedes-Benz with frameless all-aluminium doors. The Shooting Brake also features these doors produced from deep-drawn aluminium panels with extruded sections, which are around 32 kilograms lighter than conventional steel doors.
Apart from the doors, the bonnet, front wings, rear door and various support profiles are all made of aluminium. The front end is a hybrid construction made of aluminium panels and plastic strengthened with fibre-glass. The one-piece aluminium crash boxes in the front area are fitted in the side members and screwed into the side with them.
The large front bumper with the integrated grille sporting the central star is made of polypropylene. A front-end hybrid construction made of aluminium panelling and glass fibre-reinforced plastic provides a supporting structure for the bumpers. A perfect fit for the front and a uniform gap pattern are ensured on every CLS by means of specially adjustable assembly devices.
About 72 percent of all panels used for the bodyshell are made from rigid and ultra-rigid steel alloys. The ultra-rigid high-tech alloys, which have three to four times more tensile strength than conventional rigid types of steel, account for around eight percent of total weight. They are deployed in areas in which materials could be subjected to extreme stress in the event of an accident -, in the B-pillars and side frame of the roof in the event of a side-on collision, for example – and in the rear to create a stable crossmember.
Front-end structure: crumple zone on four levels
The front crumple zone has four independently acting impact levels, which enable the forces to be distributed over a wide area while bypassing the passenger cell.
Sectional panels above the wheel arches form the upper side-member level. From here, the impact forces are channelled into the A-pillars and, subsequently, into the roof frame. An aluminium crossmember connects the forward-extended side members and ensures that the forces are transferred to the side facing away from the impact. The crossmember and the forward-extended side members form the central impact zone.
The subframe to which the engine, steering and front axle are attached also serves as an impact level in the event of a frontal collision. It is made of high-strength steel and, depending on the engine variant, can be connected to the newly developed floor side members by means of special supporting tubes. As a consequence, the subframe can deform in a predetermined manner and absorb energy in the event of a crash on the one hand and channel high impact forces straight into the vehicle floor on the other.
The side skirts have been extended forwards to support the wheel and prevent it from entering the footwell in the event of an offset frontal collision. In order to provide specifically targeted front-wheel support and location, Mercedes-Benz has also developed special struts and additional energy-absorbing elements for the wheel arches. The struts are arranged diagonally and prevent the passenger cell from sinking in the event of an impact.
The firewall is a four-part construction. This design enables Mercedes engineers to vary the material thickness according to the level of vulnerability in an accident. As the load acting on the firewall during a frontal crash is greatest in the lower section, the sheet steel used here is almost 50 percent thicker.
As well as being a major reason behind the high level of impact resistance, this intelligently designed bodyshell reduces noise and vibration. The Sindelfingen engineers paid particular attention to the connecting points between the chassis and the bodyshell, which are required to withstand very high forces. These were specifically reinforced to ensure that road-induced vibrations are not transferred to the body at the expense of driving enjoyment.
Passenger cell: custom-designed floor panels and robust load-bearing sections
The passenger cell of the CLS has been shown to be a highly robust structure which keeps the occupant space intact, even at high impact speeds, regardless of whether the collision is head-on, from the rear or from the side, or whether the vehicle rolls over. The use of high-strength steel and thicker panels plays as important a role here as the installation of additional load-bearing members.
The main floor assembly thus consists of different sheet-metal plates that either undergo flexible rolling or are welded together by laser beam and subsequently shaped. 'Flexible' means that the high-tensile steel can be processed in such a way that areas with different steel thicknesses can be produced within a single component. The middle blank forms the tunnel – the actual backbone of the passenger cell. Here the thickness of the custom-designed panels varies between 0.7 and 1.1 millimetres, and between 1.55 and 2.0 millimetres for the tunnel reinforcements, depending on the stresses and loads to which they are subjected.
The continuous floor side members, the insides of which are further reinforced with extra sections, are very important both for occupant protection and the rigidity of the bodyshell. Their front faces connect to the side members, thereby lengthening the load-bearing paths along which forces can be distributed in the event of an impact. At the rear, the floor side members extend as far as the crossmember beneath the rear seat unit to stabilise the entire floor structure.
The Mercedes engineers have also incorporated sturdy aluminium transverse sections – known as transmission tunnel braces – into the floor assembly. One is located beneath the transmission, and is designed to direct forces to the side of the vehicle facing away from the impact in the event of a side-on collision. The second forms a connection between the two side members. It likewise braces the floor assembly and is able to channel impact forces into the floor structure at an early stage following a side-on collision.
Rear-end structure: side members with specifically graduated material thicknesses
Multi-piece side members and a robust, flexible crossmember made from ultra-high-strength steel form the key components of the rear-end structure. The rear side members are continuous, closed box sections with carefully graduated material thicknesses. These are able to absorb high forces, thereby making a decisive contribution to occupant safety in the event of a rear impact. The bolt-on flexible crossmember is manufactured using a flexible rolling process which likewise allows the material thickness to be varied as required. Accordingly, the material thickness on the outside of the crossmember – where impact loads are highest – is greater than on the inside.
Aerodynamics: fine tuning of the body
The aerodynamics also make a significant contribution to the efficiency of the Mercedes-Benz CLS Shooting Brake. With a frontal area of 2.30 m² and a Cd value of 0.29, the drag area is 0.67 m².
These values result from fine-tuning work on the body and technical measures such as a cooling air louver. Other focuses of aerodynamic development have been on reducing wind noise and keeping all surfaces which contribute to visibility free of soiling.
Specifically, the key focuses of aerodynamic development work were as follows:
- Exterior mirrors optimised in terms of aerodynamics, aeroacoustics and dirt deflection, positioned expediently on the beltline
- Aerodynamically efficient design of the front and rear aprons and the rear spoiler
- Improved sealing of the radiator section and utilisation of air flows to make efficient use of the available cooling air, deployment of a cooling air louver
- Flow-optimised drip rails in the area of the A-pillars
- Aerodynamically optimised underbody with wheel spoilers and extensive engine compartment and main floor panelling
- When the CLS is fitted with AIRMATIC air suspension, the body is lowered by 10 millimetres at speeds of over 140 km/h
- As a result of the standard-fit air suspension at the rear axle the body always remains horizontal and thus in a defined position in the wind, even when carrying a full load..jpg)
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At the very first glance, the GL-Class 2012 can be recognised as a typical member of the Mercedes-Benz SUV family. The new interpretation of the first generation is very impressive with its pronounced dynamic strength and sporting elegance. At the front, the design is dominated by the GL's typically upright radiator grille with its central star and the clear, high-quality design of the headlamps with their LED lights. In particular, the standard Intelligent Light System headlamps on the GL 500 4MATIC BlueEFFICIENCY give a high-quality, exclusive and innovative impression. The difference lies in a light wave conductor for the position lights, LED technology indicators and the practical Night View Assist PLUS which is available as an option. The daytime running lamps, also in LED-technology are integrated in a chrome clasp in the bumper and underneath the radiator grille the large underbody panel in chrome look rounds off the self-confident appearance of the front. The well-balanced proportions of the side view (length 5120 mm, height 1850 mm) and the long wheelbase (3075 mm) underline the vehicle's on-road emphasis, but at the same time the short body overhang at front and rear together with the vehicle's great ground clearance point to its suitability for off-road travel. The high upper edge of the body typical for SUVs with its high-quality chrome trim, the dynamically rising line emphasising its character and the chrome casing round the windows underline its superior appearance. In the standard version the GL stands on attractive 18 inch alloy wheels designed with 10 spokes, as an option wheels up to 53.3 cm (21 inch) are available. The rear with its two-piece LED rear lamps using light wave conductor technology, a large roof spoiler and the bumper with its modern "wing design" with the large chromed area of the underbody panel completes its appearance as befits the social status of this luxurious full-size SUV. In the petrol-driven models, chromed ends to the exhaust pipes complete the standard package.
For the first time there is an extensive AMG exterior sport package available for those GL customers who find it increasingly important for their vehicle to have a sporting and dynamic appearance. In addition to the front and rear aprons typical for AMG, the package also provides special side flaps which are clamped over the 53.3 cm (21 inch) AMG alloy wheels with their five double-spokes design. Aluminium running boards with courtesy lights are just as much part of the package as perforated brake discs and brake calliper covers with Mercedes-Benz lettering.
Inner values: The GL-Class offers First Class automotive quality
Elegant and dynamic interior decoration, high-quality materials and great attention paid to details, perfect ergonomics and a generous amount of space – the interior of the GL-Class conveys the feeling of well-being typical for the Mercedes-Benz brand. Extensive trim elements in various kinds of wood or in aluminium, controls in silver-chrome and upholstery in perforated ARTICO man-made leather material with decorative topstitching on the seams in a contrasting colour all go to underline the overall impression of high-quality. The 2-3-2 seating arrangement provides plenty of room for seven passengers.
As a standard feature, the luggage compartment can be enlarged by folding down the third row of seats electrically – either from the two rear doors or from the luggage compartment – and putting them up when required just by pressing a button. Another innovation is the EASY-ENTRY system on both sides for the second row of seats – also with optional electric controls – to give better access to the third row of seats. The middle row of seats has a great variety of adjustments, making the use of interior space much more variable as for instance with a "cargo-position" to enlarge the size the luggage compartment. It then provides a volume of 680 to 2300 litres which is greater than the high capacity provided by its predecessor.
In comparison with its predecessor, the passengers have a great deal more elbow and headroom at their disposal in all three rows of seats. For all the other classic standards for a comfortable ride such as the distance between the rows or the width allowed for shoulders, its predecessor already was the best in its class.
The following table shows a detailed comparison of the body and interior measurements of the new GL-Class with those of its predecessor:
Multicontour seats with seat cooling using reversing seat fans and COMAND-adjustment
The optional multicontour leather seats for driver and front passenger also have – as an additional option – a reversing seat ventilation which considerably improves seating comfort in summer especially when the interior of a vehicle overheats after being parked in the blazing sun. Four mini-fans pro seat are fitted in the driver and front passenger's seat cushions and backrests so that they suck air out of the interior of the vehicle. This is then pumped into the upper layer of the seat cushion and distributed evenly under the leather cover. The defined airflow passes through the perforated leather cover and draws off any moisture left on the passengers' body or clothing. The response time is much more efficient with reversing fans. In the first few minutes after the seat ventilation has been activated, the fans suck up the hot and humid air through the perforations and increase the effect of the air-conditioning – in comparison with the blowing function, the surfaces of the seats cool down appreciably faster during the first 30 seconds.
As usual in Mercedes-Benz vehicles, basic seat adjustments for legroom and backrest angle can be made using the buttons in the interior door panel showing a stylised seat which is easy for both driver and front passenger to use. What are new, however, are the fine adjustments of the multi-contour functions such as the depth of the seat cushion, the side supports of the seat and backrest or the lumbar support. These adjustments can now be made easily and clearly using the COMAND controller on the centre console. After selecting the appropriate menu using the button on the centre console, the graphic on the COMAND display shows a multi-contour seat and the areas selected for adjustment are visualised in colour. Compared to the keyboards next to the seats used up to now, this procedure clearly simplifies the adjustment procedure. The massage function is also new: Both driver and front passenger can have the luxury of a back massage individualised according to intensity and speed.
Always in view, everything under control: Dashboard and centre console
The dashboard covered in ARTICO leather continues the optical emphasis on width in the interior of the vehicle. The two modern round instrument clusters are clearly designed and easy to read, and situated between the instrument hoods the large 12.2 cm (4.8 in) photo-realistic colour display has a very appealing high-quality charm. Next to them, the centre of the dashboard is dominated by the large main COMAND colour screen. The operating and display concept has undisputed advantages for the user: Infotainment, navigation and communication can all be used easily and very simply with the COMAND controller positioned on the centre console in a metal casing. The multifunctional steering wheel covered in nappa leather is standard and fitted with gear shift paddles and 12 buttons with various functions.
Below the central armrest with its integrated pad for the ball of the thumb there is a large stowage tray and in front of it are the controller and various switches, for instance for the ON&OFFROAD package, air suspension AIRMATIC or the COMAND system. Also integrated here are the two optional heatable and coolable cup holders which can be covered with a high-quality wooden blind. The standard USB interfaces and the AUX-IN jack are also to be found on the central armrest. The decorative elements found on the dashboard are also reflected in the striking decorative seams of the door linings. As an option, the designo Exclusive-Package is available: This includes top quality designo nappa leather, extremely stylish decorative seams and exclusive diamond-patterned quilting on the seats and door linings.
Bang & Olufsen BeoSound AMG High-End Sound System
As another first for a series model SUV, Mercedes-Benz is offering an optional sound system for the GL-Class from the well-known Danish manufacturers of high-fidelity systems Bang & Olufsen. The Bang & Olufsen BeoSound AMG High-End Sound System with 14 high-end loudspeakers, a total output of 1200 W and B&O ICE power Class D Technology enhances the listening pleasure in comparison with other known sound systems and transforms the interior of the car into a concert hall with breathtaking acoustic. The equipment allows the user to select either the high-end studio sound "Reference" or wide-reaching spatial surround sound. Furthermore, the sound fields can be directed exactly toward the driver's and front passenger's seats or centrally. All the functions are easy to operate using a special Bang & Olufsen menu in the COMAND infotainment system.
As the driver and front passenger in a car practically never find themselves in the ideal position between the speakers, the distance between each of the loudspeakers and the passenger's ear is inevitably different and also this involves a different time lapse. This means, for instance, that in a left-hand drive vehicle the sound waves take longer to travel from the right high-frequency tweeter to the right ear of the driver as from the left high-frequency tweeter to the left ear. This delay due to physical reasons is compensated by the digital sound processor (DSP) – and even individually for each of the fourteen loudspeakers. Special software has been developed to provide very precise sound tuning and this is stored in the DSP for every individual seat. This means that passengers are able to select the required seats in the Bang & Olufsen sound menu. The virtual sound stage is perceived as being directly in front of the passengers and thus corresponds to the natural human listening habits when enjoying music. Every type of instrument – guitar, strings, wind section, piano or synthesisers – is convincingly natural, fresh and dynamic. The same is true for the various types of voice: Singing from both men and women sounds just as authentic as pure voice reproduction, for instance in news programmes. It also does not matter what the personal musical tastes of the passengers are or what the source is: The Bang & Olufsen BeoSound AMG High-End Sound System reproduces every type of music perfectly from classical music to blues, jazz, pop, rock and electro to hip-hop, irrespective of whether it is from a CD, DVD, TV/Video, mp3 player or the radio.
The Bang & Olufsen ICE Power® amplifier (ICE = Intelligent, Compact, Efficient) serves as the perfect addition to the 14 loudspeakers and the DSP. The amplifier converts about 93 per cent of the input energy into performance and is closely linked to the DSP.
A very important contribution to the outstanding listening pleasure is due to the dynamic compensation for driving noises during very varying traffic and environmental situations: The microphone integrated in the overhead control panel constantly supplies data on the current noise levels within the car and their influence depending on the frequency. The digital sound processor analyses all the wavebands and raises the volume as required individually for each loudspeaker and for the varying frequencies. In this way, very varying sources of noise can be compensated. One extreme example: If the GL has to stop at traffic lights right next to road works using an asphalt cutter, the DSP modulates the system so that the noise input is compensated for as far as the limits of physical laws allow. Compensation is also made for "normal" noises such as those from tyres, wind, engine, gears or even rain.
One optical hint pointing to the remarkable performance of the Bang & Olufsen BeoSound AMG High-End Sound System are the striking illuminated oval tweeters with "Acoustic Lens Technology" in the mirror triangle as well as the impressive Bang & Olufsen "Silver Shadow" aluminium covers for the door loudspeakers.
Calm despite the storm: The new GL is the quietest vehicle in the whole of the SUV world
As the very first car manufacturer, Mercedes-Benz has researched the psychoacoustic qualities of vehicles to find out more about aeroacoustic.Here both high frequencies of wind noise as well as the contribution of low frequencies, and in particular the audibility of voices was examined and optimised. During their research, the engineers devoted themselves intensively to the airflow around the vehicle body, the sealing systems on windows and doors as well as the body-in-white. The main focus of such work is not just on the absolute sonic pressure (dB (A)). The aim is rather to generate acoustic which is as homogenous and harmonious as possible, where neither definite frequency ranges nor individual vehicle components or sectors are dominant, as from a speed of about 120 km/h the wind noises are the dominant acoustic quantity. Tyre or engine noises are relegated to the background. Individual aeroacoustic measures taken:
- optimised A-pillar and housing of outside mirror
- reinforcement of the underbody to avoid low-frequency noises
- acoustic front windscreen and optional acoustic side windows made with multilayer glass technology to provide great noise insulation
- use of improved sealing systems with optimised lip seals
- additional aeroacoustic sealing levels in rear compartment
- improved clamping for door windows
Just how successful the aeroacoustic engineers were in tuning the GL "resonance box" can be seen by a comparison with the S-Class: The objective and subjective impression of noise lies at the same pleasant level for both vehicles. However, achieving these top results with the GL requires a great deal more effort than with the luxury saloon. On the one hand because of its typical SUV shape and the large front surface.
On the other hand, the full-size SUV provides excellent acoustic for seven passengers sitting in three rows even under unfavourable conditions as the off-road vehicle can be used in a much wider variety of situations than a saloon – also including travelling in remote areas far away from sealed roads.
Clear proof of the importance of aeroacoustic for Mercedes-Benz is shown by the development of new testing plants. Normal wind tunnels have reached their physical limits as far as the further optimisation of aeroacoustic is concerned as here the interference from the testing equipment is superimposed on the test results. To put it briefly: Mercedes-Benz vehicles like the GL-Class now run so quietly that innovative developments using the present testing equipment would require a great deal of effort to achieve. That is why at the moment a revolutionary interference-optimised wind tunnel is being built at the Mercedes-Benz Technology Centre (MTC) in Sindelfingen. The testing installation will be opened in 2013 and is a guarantee for future automotive development that the company will continue to retain its lead in aeroacoustic over its competitors..jpg)
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Cars are becoming increasingly safer, more comfortable, but often heavier as well. The new Mercedes-Benz SL 63 AMG not only stops this trend, it turns it around. In spite of increased comfort, performance and safety, it weighs 125 kilograms less than its predecessor. The greater part of the weight-reduction "diet" is hidden from the eyes of the observer of the SL. Under the aluminium outer skin there is a bodyshell made almost entirely from aluminium, only very few components being made from other materials. The even lighter magnesium is used in part for the cover behind the tank. The A-pillars and the roof frame are of steel sheet metal incorporating high-strength steel tubing. For these elements steel is the best solution to provide survival space for occupants in the event of the vehicle overturning.
The body of the SL is the first all-aluminium bodyshell to be produced in large series at Mercedes-Benz. This entirely new development weighs 254 kilograms and is thus 110 kilograms lighter than a comparable steel bodyshell. Further extensive lightweight design features compensate the additional weight unavoidably caused by the increased comfort, the new assistance systems and other technical features. The bottom line is that the new SL 63 AMG retains an enormous weight advantage: it weighs 1845 kilograms, while its predecessor of the same tipped the scales at 1970 kilograms (all figures are kerb weights according to EC).
Bodyshell: converting the entire bodyshell to aluminium cuts its weight by 24 percent in contrast to a steel bodyshell featuring comparable properties - a weight saving of 110 kg. Even the upper door hinges consist of aluminium.
Damping: the switch from absorber foams to sprayable acoustic compositions with variable layer thicknesses which can be shaped according to requirements, plus modified underbody panelling, results in a weight saving in the order of 2.5 kg.
Guide rails for the window lift mechanisms: these are now comprised of aluminium instead of steel, amounting to a weight saving of 0.5 kg.
Vario-roof in magnesium/plastic design: the front part of the roof and the C-pillar are produced in magnesium/plastic, plus there are additional optimisation measures regarding the design of the tubular frame, rear shelf, rear window frame and roof frame. The weight saving amounts to 15 kg.
Glazing: windscreen is 0.5 millimetres thinner, with an acoustic film. Weight reduction of over 1 kg. The rear window is 0.7 millimetres thinner. Weight saving is approx. 1 kg.
Interior: the dashboard mount consists of a continuous IHP (internal high-pressure forming) aluminium tube with magnesium struts and moulded-on polymer brackets. The weight saving is 2.2 kg.
With the introduction of shift-by-wire technology, the previous shift lever has been replaced by the E-SELECT selector lever in the AMG DRIVE UNIT. This weighs only one sixth as much as the solution used in the preceding model. The weight saving is 1.4 kg.
Boot: the boot floor is in the form of a polyurethane honeycomb plate instead of the wood plate previously used. The passenger’s foot plate has been switched over to plastic from steel, saving 1.5 kg in weight.
Seats: new seat structure with new adjustment motors, but standard-fit 4-‑way lumbar support and cash-responsive head restraints. Weight saving: 11 kg.
Electrics: thanks to an intelligent dynamic load management system, two large batteries are no longer necessary; one 95 Ah battery in the boot is sufficient, supported by a 12 Ah battery for the ECO start/stop function. Weight saving: approx. 4 kg.
Every vehicle is given a customer-specific wiring harness for the interior, cockpit and engine compartment. Thanks to this tailor-made cable harness, additional weight in the form of wires which are surplus to requirements can be saved – to the tune of up to 0.4 kg.
The innovative Frontbass system avoids the need for a separate woofer and door loudspeaker. Weight saving of over 4 kg.
Axles: the four-link front axle had already undergone extensive weight optimisation for the preceding model, featuring steering knuckles and spring links made of aluminium. The two front-axle halves now consist entirely of this material. The integral support frame for the front-axle halves, steering gear and engine is also produced in aluminium. Total weight savings are 11 kg.
For the roadster the aluminium bodyshell is superior to a steel construction
The developers at Mercedes-Benz did not rest content achieving weight benefits alone. The aluminium structure had to be superior to a steel construction in terms of rigidity and comfort as well. In order to attain this high objective, developers consistently went for intelligent lightweight construction, and explored many new paths to do this. Every single component of the aluminium bodyshell was specifically optimised for its particular function and expected loads. Thus, diverse processes are used to make different kinds of aluminium depending on the use the component is to be given: the parts are made by chill casting (metallic reusable casting mould) or vacuum die casting, worked into extruded aluminium sections or into aluminium plates of thicknesses that vary within one and the same component; these are the so-called tailored welded blanks. Expressed in numbers, the bodyshell weight is made up of: 44% cast aluminium, 17% aluminium sections, 28% aluminium sheet metal, 8% steel and 3% other.
The parts are assembled using diverse load-adequate joining methods at the production facilities in Bremen, some of which are innovative processes. Secure joints are ensured, for example, by MIG (metal inert gas) welding, hemming, bonding, self-piercing rivets, flow hole bolting, or friction stir welding – a joining method by which a highly resistant weld seam is produced by means of friction heat; a method particularly well-suited to aluminium on account of its low melting point.
Particular highlights of the bodyshell:
- the firewall is at present the largest aluminium cast component made in large series for vehicle bodywork
- many sheet metal parts are designed in such a way that for the first time they can be made from 100-percent recycled aluminium, saving 80 percent of the energy used in their production
- the main floorpan consists of a 3-layer shaped panel made from thin, extrusion-moulded hollow sections, welded together by friction stir welding
- the longitudinal members in the vehicle front end are made using internal high-pressure forming (IHP) technology, which enables the creation of highly complex and robust components, permitting optimum use of reduced installation spaces
- the door sills (longitudinal members) consist of 1.7-metre-long, 7-chamber extrusion-moulded aluminium sections; these provide rigidity in the lateral sectors and safety in the event of a collision. Flexible chamber distribution makes possible a minimum component weight coupled with optimum characteristics
- the tunnel is made of aluminium sheet metal with a reinforcement of varying thickness (3 different thicknesses depending on the sector, a so-called tailored welded blank, TWB)
- the rear sector floor is a MIG welded frame with a hollow chilled cast longitudinal member as its central element. This technique is employed in the SL for the very first time in automotive bodyshell construction
- the rear sector floor frame structure is closed by floor sheet metal panels and the boot tub made by vacuum die-casting
- the boot recess is made from recycled sheet metal
- the central member connects the front end with the rear sector floor. The mounting points for the drive shaft, the transmission cross beam, the transmission tunnel braces and the seat bolting points on the tunnel side are all integrated into a single element. The wall thicknesses and rib distribution are oriented bionically towards the requirements and loads
- many other components were optimised bionically, i.e. based on examples from the natural environment. These structures reduce the vehicle weight compared to a classic design even further
The sum total of all the design measures leads to a lightweight, torsionally and flexurally rigid bodyshell with an optimum rigidity/weight ratio. It was possible to increase the bodywork’s torsional rigidity by more than 20 percent over the already highly rigid preceding model series. This is confirmed by measurements of the new SL’s torsional strength – at 19,400 Nm per degree the roadster achieves an absolute top value (its predecessor already reached 16,400 Nm per degree).
Meeting the highest safety standards
At the same time the high-strength structural elements of the aluminium bodyshell make the new SL even safer than the preceding model in the event of a collision. Extrusion-moulded sections, connecting cast nodes and a double-thickness plate floor form a passenger compartment that is just as lightweight as it is sturdy. Two aluminium sections in each door together with the side sills (very rigid thanks to their internal chamber structure) and crash-resistant seats provide the greatest possible survival space in the event of a side collision.
A front end deformation zone acting on several levels and in which the aluminium front axle subframe is integrated as an additional third longitudinal member, distributes collision forces to a large area, conducting them past the passenger compartment. And in the rear, too, there is sufficient energy-absorbing deformation potential. A structural cage made from chilled cast longitudinal members, transversal sections and a cast magnesium tank separation bulkhead also contribute to this. This is also where the fuel tank is nested in a crash-protected manner above the rear axle. This way all the statutory safety requirements are met as well as the even stricter ones from Mercedes-Benz.
Best marks for NVH comfort
Thanks to its innovative aluminium bodyshell concept, the new SL is also unique among the roadsters in terms of NVH comfort (noise, vibration, harshness). One contributing factor towards its optimum vibration and road roar characteristics is a very rigid connection between the front section and rear floor, allowing relaxing travel even over long distances, and at the same time offering impressive driving dynamics.
Although aluminium features a higher sound emission and radiation level than steel, the new SL is the quietest vehicle in its class. Mercedes-Benz compensates for the acoustic disadvantages of aluminium by means of a consistent sound insulation concept with targeted adaptation of the sound damping materials to each problem zone, and through the use of innovative sound-insulation materials:
- a special firewall damping with variable mass distribution and a significant heavy layer proportion attenuates engine noise
- in conjunction with the plate floor, single-piece, foam-backed carpeting with virtually no seams reduces the roll noise of the vehicle in the interior
- a spray-on lining attenuates the structure-borne sound in the interior and exterior of the vehicle
- textile wheel arch linings, acoustically absorbing shield plates and bodyshell foam elements for critical sectors also contribute towards a smooth ride
- damping in the rear wall transversal cross member and boot lateral elements as well as in the forced ventilation openings prevent disruptive tyre and wind noises from making themselves unpleasantly noticeable in the vehicle interior
A further contribution to the good interior acoustics is the laminated glass windscreen with acoustic film. The transparent, highly resilient film absorbs the vibrations of the windscreen and reduces the perceptible sound level in many frequency ranges.
The precision workmanship on the acoustics goes so far as to ensure that the hydraulic pump for the electrohydraulic vario-roof is encapsulated and decoupled from the bodyshell. In addition to this, a newly developed insert nozzle sees to it that the pressure pulsation in the pump is reduced to a minimum right from the outset. This means that pump noises are only barely audible for the driver and passenger.
Boot lid made of carbon-fibre composite material for the first time
The intelligent material mix is completed by the boot lid: for the first time in large-scale production, the internal support is made of lightweight carbon-fibre composite material. The extremely rigid carbon-fibre component is bonded to the plastic outer shell, resulting in a weight saving of five kilograms compared with a conventional boot lid. The innovative solution is being used for the very first time in the SL 63. As such, Mercedes-Benz is consistently continuing with its "AMG Lightweight Performance" strategy, first presented at the Frankfurt Motor Show in September 2011. The plastic panelling allows the aerials for navigation, digital radio and mobile telephony to be fully integrated out of sight in the rear area, so that the SL 63 AMG does not need to include a bothersome aerial stump on its aerodynamically refined body.
The bonnet is made from aluminium, as was that of its predecessor. It has been optimised in terms of form and materials, contributing towards the outstanding pedestrian protection. The doors, too, are of a lightweight design and made from aluminium. They are fashioned from a combination of sheet metal, extruded sections and cast metal parts, joined by diverse methods: riveting, bonding and hemming. Their aluminium and steel hinges are friction-based and are infinitely adjustable to any desired angle when opened, so that when getting into or out of the car they can remain securely open at any angle permitted by the space available at the side. This is particularly desirable in cramped parking conditions such as in a garage or car park.
Unique item of equipment: MAGIC SKY CONTROL
The proven electrohydraulic vario-roof Рwhich turns the roadster into a closed coup̩ with a fixed roof in just a few seconds at the push of a button Рhas been intelligently enhanced, with Mercedes-Benz continuing to play the pioneering role here. For the new SL Mercedes-Benz is for the very first time offering drivers the choice between three variants of the lightweight-construction vario-roof:
- the base version is a roof painted in the vehicle colour
- as an alternative, a transparent variant with a roller blind can be selected
- the third variant from which drivers can choose is the panoramic vario-roof with MAGIC SKY CONTROL. This glass roof switches to light or dark as required at the press of a button. When light it is virtually transparent, offering an open-air experience even in cold weather. In its dark state the roof provides welcome shade and prevents the interior from heating up when the sun’s rays are very intense. In other words: a feel-good atmosphere at the touch of a button
The operating principle is based on the physics of a plate condenser: if the glass structure is subjected to an electrical voltage, particles in the structure position themselves so that light is able to pass through the glass. If the voltage remains switched off, however, the particles position themselves randomly. This partially blocks the light, and the glass remains dark. The control unit and converter are integrated into the front section of the roof, and the switch is in the overhead control console.
In addition to the unique panoramic effect and transparency at the touch of a button, MAGIC SKY CONTROL also provides an atmosphere of wellbeing. UV and infrared light are also effectively blocked in transparent mode, while insulation increases even more significantly in the darkened mode, thereby helping to keep the temperature on interior parts such as armrests cooler by up to ten degrees Celsius compared with conventional green glass.
Since the innovative glass also shields against the sun’s rays far more effectively than conventional thermal insulation glass or sunblinds, the occupants of the new SL will also enjoy the highest level of climatic comfort at the same time. When driving with the roof open would be unpleasant due to intense heat, the driver and passenger are able to remain composed under the MAGIC SKY CONTROL roof – making an important contribution towards driver-fitness safety, a concept which Mercedes is well known for promoting. Even when the vehicle is at a standstill the interior does not overheat, since the roof is switched to darkened mode when powered off.
But MAGIC SKY CONTROL not only benefits the occupants. Some of the strain is also taken off the air conditioning, thereby saving on CO2 emissions. The frame of the three roof variants is now made of magnesium. This makes each roof around six kilograms lighter than in the previous model, giving the car a lower centre of gravity, and therefore better agility. The engineers have refined the operating mechanism for the roof and boot lid. It now takes less than 20 seconds to open or close the roof completely.
Sophisticated corrosion protection concept
The aluminium bodyshell of the new SL offers no point of attack for corrosion. A sophisticated surface protection concept ensures the preservation of the brilliant look both of the outside skin and of the underside of the sheet metal panels, thus simultaneously protecting the renowned reliability and value stability of Mercedes-Benz vehicles. The protection concept was developed and tested on the basis of the environmental burden in different climate zones of the world and the specific loads the vehicle is subjected to.
The foundation for maximum corrosion resistance is formed by corrosion-resistant aluminium alloys and design features, while the few steel vehicle components are all fully galvanised. High-quality zinc/nickel coatings or special electrochemical insulation measures prevent contact corrosion with aluminium. All the seams are meticulously sealed, the surfaces protected through cathodic dip priming and multiple coats of paint. Sectors particularly exposed to corrosion are additionally protected with wax, to ensure that the pristine aspect of the new car is preserved for a long time.
Intelligent Light System and LED tail lights as standard
The headlamps on the new SL have been enhanced. As part of its standard specification, the new roadster is equipped with the Intelligent Light System (ILS) featuring bi-xenon headlamps. A driving direction indicator, sidelights and the daytime running lamps with LED technology complete the Intelligent Light System.
The tail lights on the new SL benefit from the advantages offered by the LED technology. LEDs light up approximately 150 milliseconds faster than conventional bulbs, plus they have a considerably longer life and conserve current. In the SL’s tail lights, the LEDs also light up with differing intensity in a targeted manner in certain sections of the tail lights, depending on the light function. This technology ensures an unmistakable night design. Rear reversing lights and rear fog lamps are integrated into the AMG rear apron featuring a diffuser look. The third brake light, which makes use of LED technology, is located in the boot lid above the Mercedes star.* Official photos and details courtesy of Mercedes-AMG GmbH * Copyright © 2012, mercedesgla. All rights reserved.
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