The new Mercedes-Benz CLA-Class: Engines and Transmissions

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VIII. The petrol engines: Powerful, responsive and super-clean

Mercedes-Benz has systematically transferred the BlueDIRECT technology from the V6 and V8 engines of the Mercedes-Benz luxury class. The BlueDIRECT four-cylinder petrol engines for the new CLA-Class combine great responsiveness and exemplary power delivery with outstanding efficiency and the best emission figures in this class. The world-first CAMTRONIC, an innovative valve lift adjustment feature, makes a major contribution to this. There is a choice of 1.6 or 2-litre variants of the new four-cylinder engine family for the CLA-Class, covering a power range from 90 kW (122 hp) and 200 Nm to 155 kW (211 hp) and 350 Nm.

Thanks to BlueDIRECT and highly precise piezo-injection, the new engines already meet the Euro 6 emissions standard for petrol engines coming into force from 2015. Even the much more stringent diesel particulate limit in the Euro 6 standard is already bettered with no additional exhaust aftertreatment. This was a major motivation for introducing BlueDIRECT into this segment as well. This means that the completely newly developed generation of four-cylinder petrol engines is ideally prepared for the future.
Extremely versatile

The basis for all three petrol engine variants in the new CLA-Class is the all-aluminium M 270 engine with two chain-driven overhead camshafts and four-valve technology. This power unit is extremely versatile, and will also be gradually introduced into larger model series. In this way it also contributes to a sustained reduction in production costs. The four-cylinder can be installed transversely (M 270) or longitudinally (M 274), and combined with front, rear or 4MATIC all-wheel drive, and also with a manual, automatic torque converter or dual clutch transmission. The ECO start/stop function is always featured as standard.

The BlueDIRECT family has grown: three new petrol engines

The M 270 engine is available in three output levels in the new CLA-Class. As the CLA 180 with a displacement of 1595 cc it develops 90 kW (122 hp) and a maximum torque of 200 newton metres over a wide engine speed range from 1250 to 4000 rpm. With the basic engine and the 6-speed manual transmission the new CLA-Class accelerates from zero to 100 km/h in 9.3 seconds and has a top speed of up to 210 km/h. The fuel consumption and CO2 emission figures of 5.4 l/100 km, NEDC, combined, and 126 g/km, respectively, are so low that they possibly set a new record.

Thanks to extensive aerodynamic optimisation measures (see the corresponding section), the CLA 180 BlueEFFICIENCY Edition, whose premiere is to be in June, betters even these figures: with 5.0 litres/100 km and 118 g CO2/km, it is among the most frugal cars in its class.

The CLA 200 with the same displacement of 1595 cc develops 115 kW (156 hp) and a maximum torque of 250 Nm, which is likewise available from 1250 to 4000 rpm. It sprints from zero to 100 km/h in 8.6 seconds and has a top speed of 230, but is happy with an average 5.5 l/100 km of fuel, meaning CO2 emissions of 127 g/km.

The CLA 250 is powered by the top engine variant with a displacement of 1991 cc. The engine develops 155 kW (211 hp) and a maximum torque of 350 Nm from 1200 to 4000 rpm. Performance is at sports car level, with acceleration from zero to 100 km/h in 6.7 seconds and a top speed of 240 km/h. Nonetheless it has the best fuel consumption in this class at 6.1 l/100 km, and CO2 emissions of 142 g/km.

All engine variants are designed for customer-friendly operation with E10 premium petrol (95 RON).

Overview of technical data for the CLA-Class with petrol engine

IX. The diesel engines: From the S-Class to the CLA-Class

The CLA 220 CDI combines sporty handling with exemplary efficiency and already complies with the Euro 6 exhaust gas standard, which will only become mandatory from 2015. The ECO start/stop function is featured as standard. The CLA 200 CDI is due to follow in September.

Since its world premiere in 2008 the direct-injection diesel engine known as the OM 651 has been setting standards in terms of performance and torque characteristics, economy, emissions and smooth running. It is in more widespread use than any other Mercedes-Benz diesel engine and is an exemplary model of efficiency and power right up to the S-Class. For transverse installation the belt drive for the ancillary units, the installed position of the turbocharger and the air ducting have been modified.

Dynamic in its handling, extremely efficient and of exemplary cleanliness: the CLA 220 CDI, available exclusively in combination with the 7G-DCT dual clutch transmission. The 125 kW (170 hp) top diesel with a displacement of 2.2 litres and a peak torque of 350 Nm, features a weight-optimised crankshaft and, with its individual bearing covers bolted from below and four counterweights, weighs around six kilograms less than an OM 651 of the same displacement, in the longitudinal-installation variant. The CLA 220 CDI is equipped with a multi-path exhaust gas recirculation system which reduces the nitrogen oxide emission levels.

Already today it meets the Euro 6 exhaust gas standard which will be compulsory from 2015. With 109 g CO2 per km and a combined fuel consumption of 4.2 litres per 100 km, the CLA 220 CDI sets new standards in its segment with 8.2 seconds for the standard sprint and a top speed of 230 km/h, its performance is of sports car level.

At 2.2 litres, the engine is relatively large-displacement, which makes it agile already at low speeds. Mercedes-Benz engine experts call this combination of large-displacement engine and low engine speeds "downspeeding". This made it possible for the ECONOMY gearshift program of the 7G‑DCT transmission to be decidedly economical and comfortable. If the driver selects "S", gearshifts are performed much faster and the ratio spread uses the rpm reserves of the engine for dynamic performance.

The CLA 200 CDI can be ordered from 8 April 2013, the first vehicles will be delivered to customers from September 2013. Its top output is 100 kW (136 hp), its maximum torque, 300 Nm. The displacement was reduced to 1.8 litres by shortening the stroke (83 mm instead of 99 mm). The significantly longer connecting rods ensure lower transverse friction, and the two Lanchester balancer shafts also have a low-friction design. The single-stage turbocharger has been optimised for efficiency and features adjustable vanes. With a distance between cylinders of 94 millimetres and cylindrical gears driving the camshafts, transverse installation and the short length required were part of the design specification from the very start.

Overview of technical data for the CLA-Class with diesel engine

X. The transmissions: Shifting comfort combined with efficiency

The 7G-DCT dual clutch transmission and the six-speed manual transmission enable a driving style that is both comfortable and dynamic. Both transmissions are extremely compact and share a series of components with each other.

The 7G-DCT dual clutch transmission is extremely compact, extremely variable with regard to adaptation of the engine speed thanks to seven gears, incorporates an electric oil pump for start/stop capability, shifts gear without any interruptions in tractive power and combines the comfort of an automatic with the efficiency of a manual transmission. The CLA 250 and the CLA 220 CDI are equipped as standard with the 7G-DCT transmission, it is also optionally available for the CLA 200, CLA 180 (from June) and the CLA 200 CDI (from September).

The manual transmission, designed along similarly compact lines as a three-shaft transmission, is a close relative of the DCT. Extremely easy gear shifting, low shift forces, low internal friction and a low weight are among its most important characteristics.

The 7G-DCT dual clutch transmission: dynamic and efficient

Thanks to its seven gears it offers an exceptionally large spread of up to 7.99. This means that a very short transmission ratio is available when moving off on an uphill slope with a high payload, for example, while during cruising the engine speed can be lowered considerably.

At a length of 367 millimetres and a weight of 86 kilograms, the 7G-DCT is more compact and lighter than the transmissions in this torque class which have been available on the market to date. The clutches take the form of oil-cooled multi-disc clutches. The specially developed hydraulic fluid is actively cooled, thus ensuring correct functioning of the transmission even under extreme conditions, despite the comparatively low filling level of six litres. Excess engine heat can also be transferred to the transmission, which improves its efficiency.

For the first time in this type of unit, the transmission is supplied with oil by two oil pumps – one mechanical and one electric. The electric pump maintains the oil pressure when the engine is switched off via the start/stop function. This means that the transmission is immediately operational when the engine is restarted and the vehicle can move off again without any delay. In addition, the electric pump is able to support the mechanical pump when peak loads apply, enabling a more compact and efficient design for the mechanical pump.

Another new feature is electric activation of the hydraulics for the parking lock, which is locked by mechanical means. This "park by wire" function enables the transmission selector lever to be positioned as desired: it is located in the form of a steering column lever on the right behind the steering wheel in the CLA-Class. In combination with the electric parking brake, additional space has thus been created in the centre console for additional stowage facilities.

Three gearshift programs are available to the driver:

- ECONOMY: in this mode, the transmission performs gearshifts fully automatically and particularly comfortably. The gears are selected with due regard to a particularly economical style of driving at low revs

- SPORT: the transmission performs gearshifts fully automatically. The shift and response times are shorter, with gearshifts at higher engine speeds

- MANUAL: in this mode, the driver operates the transmission manually via shift paddles behind the steering wheel. The engine speeds at which the gears are shifted can therefore be freely chosen

In ECO or Sport mode, the driver is still able to intervene manually in the gear-shifting process via the shift paddles. The transmission reverts to the selected automatic mode after the paddles have remained inactive for twelve seconds, or after a longer delay when driving downhill or on winding roads. The gear selected is displayed in the instrument cluster and a shift recommendation is made for a fuel-saving driving style.

A key factor contributing to the overall efficiency and dynamism of the CLA-Class is the closely coordinated operation of the transmissions and engines. A continuous exchange of data between the control units ensures that the engines run at the ideal operating point at all times. The 7G‑DCT transmission is manufactured at Daimler's Stuttgart-Hedelfingen plant.

The six-speed manual transmission: convenient manual gear-shifting

The three-shaft transmission is also very compact (length 345 mm) and light (dry weight 46 kg) and incorporates a number of special features for particularly pleasant gearshifting. An integrated magnet on the gearshift shaft is detected by a Hall sensor. The idle position is identified in this way, making the start/stop function possible. The signal for reverse gear activates the reversing lights.

The large spread of 6.7 allows a reduction in engine speed while at the same time ensuring that sufficient tractive power is available when moving off with a fully laden CLA-Class and trailer up to a gross weight of 3.4 tonnes. The clutch is operated hydraulically and the gears are actuated via cables.

The overhead camshaft with third and fourth gears and the reverse gear do not run in the oil bath. This reduces drag torque, thus facilitating gear shifting at low temperatures in particular. The three-cone synchronisation of the first two gears serves the same purpose, while the following gears are provided with two-cone synchronisation. The weight-optimised cast aluminium shift forks are installed on anti-friction bearings on the shift rods, in order to reduce the shift forces.

Credits: Daimler AG

Copyright © 2013, mercedesgla. All rights reserved.

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Even more economic and eco-friendly: Mercedes-Benz Integro touring coach with a new generation of Euro VI engines

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The new generation of BlueEfficiency Power engines and the transition to the Euro VI emissions standard are the focus of the Mercedes‑Benz Integro in 2013. Considerably lower fuel consumption and further reduced exhaust emissions are the result.

BlueEfficiency Power: two engines, four output variants

The Euro-VI-compliant Blue Efficiency Power engines of the Integro are vertically installed in-line six-cylinder engines. The new, particularly compact Mercedes‑Benz OM 936 series with 7.7 l displacement is used in the two-axle vehicles. The output amounts to 220 kW (299 hp) or 260 kW (354 hp), both at 2200 rpm. Torque is 1200 or 1400 Nm respectively.

The equally new Mercedes‑Benz OM 470 with 10.7 l displacement is used in the three-axle vehicles. Its output is either 265 kW (360 hp) or 290 kW (394 hp) at 1800 rpm. Maximum torque is 1700 Nm or 1900 Nm.

Both engines boast common-rail injection. The injection pressure is generated via a high-pressure pump for the OM 936 or by the X-PULSE injection system for the OM 470 with a pressure booster in the injector.

Strong response, low weight, reduced fuel consumption

The new engines are characterised by high torque at extremely low engine speeds, a spontaneous response and a very smooth running performance. They also excel with a very favourable weight. Despite the additional assemblies required in order to comply with Euro VI, weight has been optimised and reduced with numerous individual measures and is even lower than that of the Euro V predecessor model.

The efficiency of the engines is outstanding: depending on the usage profile and the drive train combination, the fuel consumption of two-axle vehicles is 2-5 % lower than that of predecessors whilst it is up to 2 % lower for three-axle vehicles. The consumption of AdBlue and engine oil is also considerably lower. Not only the new engines, but also the optimised auxiliary equipment such as the regulated generators and the efficient air compressor have contributed to the low fuel consumption of the Integro.

Complex emission control system compliant with Euro VI

The strict regulations for the coming Euro VI emissions standard require a complex emission control system. For this reason Mercedes‑Benz has combined the well-established BlueTec engine technology with SCR technology and AdBlue injection with exhaust gas recirculation as well as a particle filter.

Fast, comfortable, easy-to-operate: the GO 250-8 PowerShift transmission

Mercedes‑Benz also offers the Integro with the eight-speed GO 250-8 PowerShift bus transmission as an alternative to the six-speed manual transmission and the ZF EcoLife automatic transmission with torque converter. Drivers profit from the progressive synchronisation of the transmission as well as from gearshifts which are as fast as they are comfortable. The operation of the transmission via the joystick gear lever is extremely simple. Almost wear and maintenance-free, the clutch is also new to this transmission. A centrically located, pneumatically operated clutch cylinder renders mechanical parts such as the clutch release fork, clutch release bearing and the servo assistance unnecessary.

A powerful yet lightweight retarder

The driver operates the new integrated retarder as usual via the steering column switch. It achieves a braking torque of up to 3500 Nm. The retarder is designed as a secondary retarder and uses the engine coolant as its brake fluid and coolant. This eliminates the previous oil/water heat exchanger and the associated oil changes for the retarder.

Striking design of rear-end for the Euro VI variants

The dynamic design of the rear-end of the Euro VI variant with its newly designed engine compartment flap is striking and distinctive. It is closely related to the Travego Edition 1, the touring coach flagship of Mercedes‑Benz. The symmetric form conceals the completely new design of the cooling and ventilation system for the engine. The position of the radiator behind a bulkhead on the right-hand side together with the ventilation is also an important element.

The specialist for inter-city journeys and excursions

The Integro's proven agenda remains unchanged: consistently tailored to inter-city travel, this two-door specialist with three variants on two axles (Integro, Integro M) or three axles (Integro L), measuring between 12.14 m and 14.92 m in length covers everything from short regular-service routes in suburban traffic to long-distance inter-city travel. Its comfortable design makes it perfect both for shuttle services and excursions. Thanks to this successful combination of comfort and efficiency and its flexibility with regard to use, the Integro is a double-earner and therefore particularly economic.

Credits: Daimler AG

Copyright © 2013, mercedesgla. All rights reserved.

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The new Mercedes-Benz E-Class 2013: Engines, drive system, chassis and suspension

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I. Engine and drive system: Superior performance, economical consumption

"E" for "Efficiency": this is the well-proven success formula with which the E-Class is raising the bar and showing how the intelligent interaction between technical innovations throughout the drive train can reduce fuel consumption. 

The E-Class Saloon and Estate are available with a broad range of powerful and efficient petrol and diesel engines with optimised drive train. All are fitted with the ECO start/stop system.

The petrol engines: powerful, fast and clean

The BlueDIRECT petrol engines from Mercedes-Benz, which to date have comprised the familiar V6 and V8 engines, are characterised by the latest technology. A new addition is a six-cylinder engine which is being offered for the first time in the E-Class not only as a naturally aspirated engine, but also as the E 400 with a displacement reduced to three litres but also with a biturbo drive as a result. With its output potential and enormously high torque at low engine speeds, this six-cylinder model sets new standards in its segment. It produces 20 kW more compared with the E 350. Its torque has increased by 110 Nm and remains available in the engine speed range of 1600 to 4000 rpm. On top of this, the new, efficient six-cylinder engine also fulfils the EU6 emissions standard. The E 500 is making a name for itself as the most economical model in the V8 segment.

Another new addition to the BlueDIRECT petrol engine family is a four-cylinder petrol engine. With a combined fuel consumption in the E 250 of 5.8 litres (135 g CO2 per km) and producing 155 kW (211 hp) from a displacement of just two litres, as well as 350 Nm of torque across a wide range of 1200 to 4000 rpm, it sets new standards in the four-cylinder segment. Providing acceleration from 0 to 100 km/h in 7.4 s (Estate 7.8 s), it provides the E-Class with spirited performance.

Lean burn process with stratified charge operation

Depending on the operating conditions, the new four-cylinder engine features stratified charge or homogenous operation. With stratified charge operation, the high-compression engine runs with significant excess air. To achieve this, the fuel is only sprayed into the air, which has already been compressed by the pistons, during the compression phase. A precisely controlled electronic multiple injection system helps to ensure that a fuel/air cloud builds up in a limited area around the spark plug, precisely at the time of ignition. This lights the ignitable fuel/air mixture around the spark plug, whereas only a very lean mixture with high excess air is to be found in the remainder of the combustion chamber. This enables extremely efficient combustion.

A prerequisite for stratified charge operation is fast piezo injectors. They spray the fuel into the combustion chambers several times in succession per power stroke, and as such enable specific control of the mixture formation and thus the flammability.

The new four-cylinder petrol engine from Mercedes-Benz also sees the world's first use of this stratified lean burn process in combination with exhaust-gas turbocharging and external high-pressure exhaust gas recirculation. As a result the E 250 achieves a combined optimum consumption figure of 5.8 litres per 100 km (corresponding to 135 g of CO2/km), and is therefore the only vehicle in this segment to achieve efficiency class A. In addition, the new BlueDIRECT four-cylinder petrol engines already meet the EU6 emissions standard which will apply from 2015. The new four-cylinder engine also meets the EU6 emissions standard in the guise of the homogenous variant for countries with different fuel qualities.

Advanced technology makes engines more efficient

The BlueDIRECT four-cylinder petrol engines in the E-Class combine spontaneous response and exemplary power delivery with high efficiency and best-in-class emission performance. To achieve this goal, Mercedes-Benz transferred the BlueDIRECT technology from the V6 and V8 engines into the four-cylinder models. Direct petrol injection with spray-guided combustion, which Mercedes-Benz was the first car manufacturer to introduce in series production, has been developed further by the engineers into third-generation direct petrol injection with spray-guided combustion. The system pressure is now up to 200 bar and is variably optimised according to the engine's characteristic map. Completely newly developed piezo injectors allow up to five injections per power stroke for the best possible mixture formation.

The third-generation direct injection system also features "rapid multi-spark ignition" (MSI). Following the first spark discharge and a brief combustion period, the coil is quickly recharged and a further spark is discharged. The MSI system enables up to four sparks to be discharged in succession within one millisecond, creating a plasma with a larger spatial expansion than conventional ignition.

The rapid multi-spark ignition can be actuated to vary both the timing of the sparks and the combustion period to suit the relevant operating point. This provides scope for the best possible centre of combustion and improved residual gas compatibility. This in turn reduces fuel consumption. The result of this is excellent utilisation of the fuel with minimum emissions.

In conjunction with continuous adjustment of the intake and exhaust camshaft, the direct injection system also provides the essential basis for so-called scavenging. As a result of a partial overlap of the opening times of the intake and exhaust valve, part of the drawn-in cold fresh air conveys the hot exhaust gas contained in the cylinder into the exhaust manifold, thereby improving the filling level substantially in comparison with the conventional mode of operation. Due to the increased mass flow in the exhaust line, the turbocharger additionally responds considerably faster at low revs in particular, avoiding turbo lag.

A new thermal management system has also been developed: in a cold state, a switchable water pump with flow-optimised ball valve ensures that no coolant flows through the engine, providing for swift heating-up of the combustion chambers after starting up the engine. The thermostat is electronically controlled and the coolant temperatures are adjusted according to driving style and ambient conditions. The thermostat itself is also a flow-optimised ball valve. In the interest of high efficiency, the volumetric flow of the oil pump is also controlled as in the V engines.

All engine variants are designed for operation with E10 premium petrol and an octane number of 95 RON.

The petrol engines

In September 2013, the E 200 Natural Gas Drive with bivalent natural gas drive will complete the comprehensively updated range of drives for the E-Class. The 120 kW (163 hp) four-cylinder engine in this Saloon model can be run both on premium petrol and natural gas.

Powerful diesel engines in the best efficiency class

Some of the diesel models of the E-Class are available as BlueTEC models fitted with the established SCR (selective catalytic reduction) technology and as such meet the EU6 emissions standard.

The engine range is supplemented with the E 300 BlueTEC HYBRID. It combines the four-cylinder diesel engine (150 kW/204 hp) with an electric motor (20 kW/27 hp). The E 300 BlueTEC HYBRID consumes 4.1 l/100 km and produces CO2 emissions of 107 g/km. As such it occupies the leading position among the most economical models in the upper medium-size category.

The diesel engines

ECO start/stop function with direct-start

The ECO start/stop system included as standard in all models operates with the starter-supported ECO start/stop function. This means that when the engine is switched off, the attitude of the crankshaft is registered by a novel crankshaft sensor so that the engine control unit knows the positions of the individual cylinders. On restarting, it can then select the cylinder that is in the most suitable position for first ignition. After the starter has briefly turned over the engine, reliable injection, ignition and combustion are immediately possible in the ideally positioned cylinder.

Optimised drive train

Mercedes-Benz will also offer two transmissions for the E-Class in the future: a 6-speed manual transmission with high ease of shifting and short shift travel, and the 7G-TRONIC PLUS automatic transmission with DIRECT SELECT lever and DIRECT SELECT shift paddles. The features of the latest evolutionary stage of 7G-TRONIC PLUS include a new torque converter with reduced slip, an ECO shift programme with an improved ratio spread and an auxiliary oil pump to maintain the operating pressure during automatic stops. Low-friction components and low-viscosity fluid help to reduce the operating pressure.

A new feature is the short-term M mode. The benefit of this: if the driver has shifted up or down manually, after a set period of time the transmission independently switches back to automatic, fuel-efficient shift mode. This set period of time is lengthened in specific conditions (no accelerator pedal use, e.g. on downhill gradients, high lateral acceleration, e.g. when cornering, or if falling below a minimum speed when coming to a standstill), and return to automatic mode is prevented.

In short-term M mode as well as in "fixed" M Mode, the driver receives prospective gear change recommendations in the multifunction display of the instrument cluster, to enable an efficient driving style.

4MATIC all-wheel drive

Traction and driving stability can also be improved in the E-Class with the 4MATIC all-wheel drive system - particularly in difficult road conditions. As ever, the combination of the ESP® vehicle dynamics control system with the 4ETS electronic traction system makes regular differential locks superfluous. This saves weight and noticeably increases driving safety as well as ride comfort. The transfer case of the all-wheel drive is integrated into the main transmission.

The all-wheel drive models impress with:

- good traction characteristics, with a power distribution ratio on the front and rear axles of 45:55
- low fuel consumption due to the improved efficiency of the drive train
- additional weight of only 70 kg, compared with additional weight of up to 120 kg in the case of the competition
- unchanged bodyshell as well as unrestricted interior and luggage compartment space due to the compact design

The following engines are available with 4MATIC:

- E 250 CDI 4MATIC, 150 kW (204 hp), 500 Nm
- E 350 BlueTEC 4MATIC, 195 kW (265 hp), 620 Nm
- E 300 4MATIC, 185 kW (252 hp), 340 Nm
- E 400 4MATIC, 225 kW (306 hp), 370 Nm
- E 500 4MATIC, 300 kW (408 hp), 600 Nm

II. Chassis and suspension: The basis for superior handling

All of the models of the E-Class family will in future be fitted with an electromechanical Direct-Steer system as standard. This combines the speed-dependent power assistance of speed-sensitive steering with a variable ratio across the steering angle range. The power steering assistance provided by the rack and pinion steering gear is controlled on-demand and therefore contributes towards efficiency.

Advantages of the electromechanical Direct-Steer system:

- improved agility thanks to more direct steering response
- comfortable handling and high levels of steering comfort across all speed ranges
- considerable savings potential, since energy is only required when steering occurs
- enables the use of innovative assistance systems, such as Active Parking Assist

Four suspensions to choose from

For the E-Class, Mercedes-Benz is offering four refined suspension configurations:

- the standard model and ELEGANCE line are fitted with the DIRECT CONTROL suspension with selective damping system, configured for comfort
- the sportily configured DIRECT CONTROL suspension with selective damping system is positioned 15 mm lower and part of the AVANTGARDE line
- the DIRECT CONTROL lowered sports suspension is available in conjunction with the Exterior Sports package and AMG Sports package
- the AIRMATIC air suspension with electronically controlled damping system is fitted as standard on the V8 models. The Estate is fitted as a matter of course with rear-axle air suspension with integrated level control.

On the front axle, the established 3-link front suspension helps to ensure optimum driving dynamics. Both of the links (torque strut and cross strut) in the lower link plane determine the comfortable characteristics of the axle. The third link, the tie rod, forms part of the rack-and-pinion steering system.

At the rear is the familiar multi-link independent rear suspension, featuring a lightweight design. It provides good wheel control qualities for high levels of comfort and excellent driving dynamics.

All suspension variants feature impressive sensitivity and ride characteristics and help to ensure a high level of handling safety.

Excellent braking with ADAPTIVE BRAKE

The brake system in the E-Class is fitted with the ADAPTIVE BRAKE as standard. Depending on the engine variant, the following braking systems are used on the front axle with internally ventilated brake discs:

- 1-piston floating brake callipers with different sized brake discs for the 4-cylinder and V6 engine variants
- 4-piston floating brake callipers for the V8 engine variants

On the rear axle, the E-Class is braked by 1-piston floating brake callipers with different sized brake discs. In the case of the V6 and V8 engine variants, the brake discs are internally ventilated.

All of the engines have a foot-operated parking brake with integrated, automatic cable adjustment. The force applied by the driver is distributed to two additional drum brakes on the rear axle via the brake cable in the centre tunnel. Automatic adjustment helps to reduce the servicing costs.

Credits: Daimler AG

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