New Mercedes-Benz C-class Debuts in Australia

The eagerly awaited all new Mercedes-Benz C-class hits the Australian market this week to coincide with its Sydney Motor Show debut.

Matthias Luehrs, Managing Director of Mercedes-Benz Passenger Cars in Australia, said the company expected to retail 850 C-class sedans to the end of this year and a further 3,750 units in 2001.

"The new C-class will broaden the appeal of the Mercedes-Benz brand to a younger, more dynamic target market.

"With an unprecedented level of technical innovation in its class, youthful styling and sporty driving characteristics, it will play a key role in the ongoing success of Mercedes-Benz in Australia," said Mr Luehrs.

Never before has so much attention been paid in this vehicle class to the aspects of safety and comfort as in the development of the new Mercedes-Benz C-class, which with this top-class technology guarantees a maximum of both dynamism and driving pleasure.

Even at first glance the attractive design, with its modern interpretation of the twin headlamp face, expresses two of the key features of the new C-class, namely dynamism and elegance. The sedan is a youthful, progressive car that is characterised by newly developed chassis technology, powerful engines, the latest technical innovations and, in particular, sporty agility. These dynamic features are combined in the new C-class with traditional Mercedes qualities such as the maximum possible safety, top quality, exemplary comfort and superb reliability.

The standard equipment of the new sedan includes pioneering technical innovations that were previously only available in the flagship models bearing the Mercedes 3-pointed star: windowbags, adaptive airbags for driver and front passenger, Darkness-activated headlights, the multifunction steering wheel and fibre optics are only a few examples of a whole host of new developments that make the C-class a technological trailblazer in its market segment. Overall, more than 20 technical innovations from the Mercedes flagship models are included as standard in the new C-class.

In addition, maximum safety is ensured by standard-fitted systems such as the Electronic Stability Program (ESP^®), Brake Assist, seat belt tensioners and belt force limiters for the front seats and rear outer seats, head restraints for all seats and side impact airbags in the front and rear doors.

The SPEEDTRONIC electronic speed limiter and the driver adaptive five-speed automatic transmission are also fitted as standard.

Priced from $54,900 for the C 180 Classic, the new C-class sedan will initially come with a choice of four petrol engines and is available in three equipment lines: Classic, Elegance and Avantgarde.

C 180 Classic $54,900

C 200 KOMPRESSOR Classic $62,900

C 240 Classic $72,900

C 320 Elegance $99,900

Elegance package for classic models is $6,000. Avantgarde package for Classic models is $5,500 and no charge for the C 320. Manual is optional (less $3,100) on C 180 and C 200 Kompressor.

Three distinctive design and equipment lines provide the answer to the modern demand for individuality. Whilst the basic Classic model has a classical and reserved air, the Elegance line lives up to its name with an even higher level of standard equipment and with chrome trim strips, alloy wheels and a leather-covered steering wheel. In the Avantgarde version, the new C-class displays its most dynamic side, with blue tinted glass, textured aluminium interior trim and 16-inch alloy wheels. The bumpers and side sills have a unique design that also emphasises the avant-garde character of this model variant.

In the optional equipment range, Mercedes customers again benefit from the technological advance of their brand. For the first time, some of the groundbreaking systems of the S-Class are also available for the C-class, including the THERMOTRONIC sensor-controlled luxury automatic climate control, the innovative COMAND display system and the Bose sound system with automatic driving noise compensation. The innovative LINGUATRONIC voice-operated control system that was previously only available for the car phone can now for the first time optionally also control the car radio and CD player.

Dynamism and driving pleasure – these two outstanding characteristics of the new C-class are already guaranteed by the enhanced engines. They deliver up to 20% more power and torque than their counterparts in the outgoing series. All engines therefore provide the optimal conditions for a dynamic driving experience. The power spectrum of the four petrol engines ranges from 95 kW to 160 kW.

Especially with the newly developed 2.0-litre supercharged engine, the new C-class is one of the most dynamic vehicles of its displacement class. Thanks to the belt-driven supercharger, this 120 kW 4-cylinder engine achieves the performance characteristics of a larger 6-cylinder engine. With a full 230 Newton meters, the new C 200 KOMPRESSOR (manual) accelerates from standstill to 100 km/h in only 9.3 seconds.

Its top speed is 210 km/h. At the same time, the fuel consumption remains exemplary: compared to the outgoing C 200, which developed roughly 20% less power and torque, the new C 200 KOMPRESSOR consumes 1.6 litre less fuel per 100 km, on the AS2877 highway cycle. The V6 engine with 3.2 litres displacement is also a newcomer to the C-class. With 160 kW, this unit provides superior performance which makes it one of the leaders in this market segment.

Mercedes-Benz has made major advances in the field of exhaust emissions: the petrol engines of the new C-class already meet the strict EU-4 limits which will only enter into force in 2005.

An advanced operating and display concept increases the comfort and driving pleasure on board the new C-class. More than ever before, modern technology is relieving the driver of various burdens by performing many functions automatically. With the aid of the new multifunction steering wheel and the central display in the speedometers, the driver can program more than 50 individual settings and call up important information simply by thumbing the appropriate button.

High-grade interior materials testify to the premium character of the sedan and ensure pleasant haptic qualities and spatial comfort. The cockpit is crafted to measure: the armrests, the new multifunction steering wheel and the gear lever form a near-perfect ergonomic unit. The driver has everything to hand immediately on taking up position in the driver's seat.

The standard rake and reach adjustment of the steering wheel and the many possible variations in seating position ensure outstanding interior comfort.

The new Mercedes-Benz C-class also sets trends in body design. For example in aerodynamics: with a C_d value of 0.26, the new C 180 is the most aerodynamic notchback in its market segment. At the same time, Mercedes engineers have reduced lift on the front and rear axles by up to 57%, thereby establishing optimal conditions for superb driving stability.

The front end structure of the new sedan comprises a front module with crash boxes made of high-strength steel. These modules are bolted to the body and can therefore be rapidly and inexpensively replaced after a crash. In minor bumps at up to 15 km/h, the front module absorbs the entire impact energy, so that the structure of members behind remains undamaged. Mercedes engineers have also developed a similar easy-to-repair construction at the rear.

In the key disciplines of chassis development, the new C-class achieves top-rate results.

Mercedes engineers have spared no effort in redesigning or improving the suspension, steering and brakes in order to surpass the already high standards of the outgoing model. The progress achieved is evidenced in exemplary agility, precise directional stability, high steering precision, excellent ride comfort, good braking efficiency and supremely assured handling all the way to the limit.

The suspension innovations include a newly developed 3-link front axle with McPherson struts, a modern rack-and-pinion steering system and generously dimensioned disk brakes with improved cooling air flow for maximum braking comfort. The multi-link rear axle has been entirely redesigned and retuned.

The new C-class measures 4526 millimetres in length and is therefore 10 millimetres longer than the outgoing model. The wheelbase has been increased by 25 millimetres to 2715 millimetres.

• High-tech showcase: new range-topping engine featuring automatic cylinder shut-off
• Fuel consumption: significantly more frugal
• Exhaust gas emissions: V12 engine complies with EU4 directive
• Models: twelve-cylinder earmarked for CL flagship coupé and

Mercedes-Benz Australia has introduced the impressive twelve-cylinder engine for the S-class and CL flagship coupé.

The new top engine has a displacement of 5,789 cc and delivers a power output of 270 kW at 5500 rpm. The impressive torque of 530 Newtonmeters is readily available from 4250 rpm.

Technical highlights of the new Mercedes-Benz twelve-cylinder engine include dual ignition, three-valve technology, automatic cylinder shut-off, low-friction cylinder liners and modern lightweight design.

The customer derives a direct benefit from these technical innovations. For example, NEDC overall fuel consumption returned by the new CL 600 coupé is 13.4 litres over 100 kilometres and thus well below the consumption of the previous twelve-cylinder Mercedes coupé. When powering the S-Class, the new V-12 engine will also significantly improve on the fuel consumption recorded for the predecessor.

More compact, lighter, more economical and kinder to the environment - these are the main differences of the new twelve-cylinder unit compared with the engine previously fitted. In other words: progress all along the line.

The performance figures achieved by the new CL or the S-Class with the top-of-the-range engine are up on those measured for the respective predecessor models – despite the fact that engine output is actually down by as much as 20 kW. The following table gives the key performance figures relating to the new CL 600 coupé:

CL 600 Previous model

• Fuel consumption 13.4 l/100 km 16.9 l/100 kmNEDC overall

• Acceleration 6.3 s 6.6 s0 - 100 km/h

• Flexibility 5.2 s 6.1 s 80 - 120 km/h in 3^rd gear

• Top speed 250 km/h 250 km/h

The principle of lightweight design advocated for the development of Mercedes automobiles is also evident in the engine department, as the new V12 engine demonstrates. Its weight compared with the previous twelve-cylinder unit has been reduced by about 22 per cent to 222 kilograms. This was made possible by modern construction processes and intelligent material selection. The crankcase, for example, is made of aluminium, with magnesium used for the intake manifold while the exhaust manifold is made of laser-welded, high-pressure formed sheet steel. Cylinder liners using a special aluminium-silicon alloy and connecting rods which are manufactured in the so-called cracking process provide additional weight savings of up to 46 per cent compared with the technology available for the previous V12 engine. Last but not least, the innovative three-valve technology helps shed pounds – although the main advantages of this principle are in the areas of fuel consumption and exhaust emissions.

Weighing in at only 222 kilograms, the new Mercedes-Benz twelve-cylinder engine is only marginally heavier than the five litre V8 engine. In addition, a gap between cylinders of just 90 millimetres allows for a design that is just as compact as the eight-cylinder. The cylinder angle is 60 degrees while the bore x stroke ratio is 84.0 by 87.0 millimetres.

One camshaft in each of the two cylinder banks operates the valves via low-friction roller-type rocker arms. A microcomputer-controlled adjustment mechanism adapts camshaft control times to the appropriate mapping, thereby aiding harmonious torque development which is further enhanced by the complex geometry of the innovative ram pipe. Dispensing with one of the outlet valves, which in the main helps reduce heat losses inside the engine and hence speeds up the "warm-up period" for the catalytic converters from a cold start, also creates the space to introduce two spark plugs for each combustion chamber. The V12 engine is controlled by an innovative alternating current ignition system and also boasts advanced ion flow sensing used in this engine for the first time worldwide. It can instantly identify and cure any misfiring, which helps protect the catalytic converters.

The V12 engine's standard cylinder shut-off system deactivates valve actuation and fuel injection for an entire cylinder bank when only part of the maximum output or torque is needed. During part-load operation this cures the inherent drawbacks of large-displacement engines; namely inadequate filling of the cylinder, low cylinder pressure and greater friction, which in turn adversely affect efficiency and hence fuel consumption.

Despite cylinders being shut off automatically, Mercedes customers do not have to compromise when it comes to the remarkable performance potential and superior smoothness of their twelve-cylinder unit. Pressing the accelerator is sufficient for the deactivated combustion chambers to become fully operational, allowing the engine to deliver full pulling power again. Passengers do not even notice that cylinder shut-off is operational, because the electronic engine management system briefly alters the throttle valve position and adjusts the ignition timing to prevent any sudden jump in torque.

Smoothness and low noise emissions of the V12 engine are fully maintained during cylinder shut-off. A valve in the mixing tube, downstream of the underfloor catalytic converters, closes immediately when six of the twelve cylinders are shut off to prevent higher pressure waves occurring in the exhaust system. Automatic cylinder shut-off interrupts the link between valves and camshaft hydraulically by locking the valve control arms. At the same time fuel supply and ignition on the left cylinder bank are shut off.

Another technical highlight of the new V12 engine is its exhaust system: a total of six catalytic converters - four firewall catalysts plus two underfloor catalysts - and eight oxygen sensors reliably ensure that exhaust gas pollutants are purified. Each cylinder bank features two firewall catalytic converters.

Thanks to the low heat losses in the exhaust system - the result of three-valve technology and the air-gap insulated exhaust manifold - the firewall catalytic converters reach their operating temperature just a few seconds after the engine is started from cold. Oxygen sensors monitor emissions both upstream and downstream of the firewall converters. The data they provide are evaluated not only by the engine control unit but also by a special onboard diagnostic system.

Thanks to the perfect interaction of modern engine technology and effective emission purification, the V12 engine of today is ready for the future as far as exhaust limits are concerned. In other words, emissions from the twelve-cylinder engine are well within the EU 4 limits which the European Union is not actually planning to introduce until 2005.

S 600 L $321,000

The M-class: Upgraded Electronic Traction System for Great Off-road Adventure

• Even better traction and driving stability thanks to 4ETS
• New technology ensures particularly quick traction control intervention
• Automatic brake-pressure control for downhill driving off-road

The Mercedes-Benz M-class can now deal with tricky off-road situations with even greater ease thanks to a further development of its electronically controlled four-wheel-drive system. In its latest version the Four Wheel Electronic Traction System (4ETS) offers additional features which provide distinct advantages particularly when faced with steep gradients or when driving downhill.

Together with the Electronic Stability Program ESP^®, 4ETS is part of the standard equipment of all M-class models.

When the driving situation demands it, 4ETS uses microcomputers to transfer the drive torque onto both the front and rear axle, systematically apply the brakes to spinning wheels and ensure that those wheels which have good road adhesion are given optimum traction. In this way this innovative system can replace conventional locking differentials.

The latest version of the four-wheel-drive system in the M-class uses an intelligent brake force booster which builds up pressure particularly fast. This allows 4ETS to apply the brakes to spinning wheels even sooner and to make optimum use of the drive power. The system releases brake pressure in response to the driving speed, wheel acceleration and accelerator pedal position.

When the off-road reduction ratio is switched on - which in the M-class is done by pushing the "Low Range" button - any 4ETS brake pressure which may be required remains constant over a long period and even at very low speeds to ensure even better traction than has previously been the case. The modified 4ETS system offers yet another benefit when it comes to moving off on steep gradients. In "low-range" mode the system also works if the driver pushes down the accelerator and brake pedals simultaneously to ensure that the M-class does not roll back when moving off slowly. The previous 4ETS system was not activated in such conditions.

The modified traction system also provides even greater driving safety on slippery downhill gradients or when driving downhill in rough terrain. This is because the electronic system can automatically identify such situations and intervene the moment a wheel loses grip and the engine braking torque cannot therefore be fully exploited. 4ETS will then apply the brakes to those wheels that have a good grip on the road, thereby assuming the effect of engine braking. The brake force released by the traction system corresponds exactly to the braking torque normally made available by engine braking. This automatic build-up of brake pressure ensures that in rough terrain the M-class travels downhill at a constant speed without the driver having to take further action. The automatic brake pressure control intervenes at a speed of less than 20 km/h provided the "low range" off-road reduction ratio is activated.

The Mercedes-Benz E-class has been judged the best luxury car over $56,000 in Australia’s first national consumer-focussed motoring awards.

Australia’s Best Cars 2000 award judges said the E 320’s victory was underlined by the many improvements introduced in the year 2000 models.

"These changes have further strengthened the marque’s reputation for delivering top-class levels of finish, safety, security, comfort, driving dynamics and smoothness and quietness.

"The winning E 320 Elegance sedan scored maximum or near-maximum points on all these features.

"Overall, the E 320 Elegance imparts a feeling of great strength in the way it’s built and the way it drives.

"The E 320 is also deceptively quick, and away from the confines of suburbia, its handling is outstanding. There is no better car in which to travel long distances.

"In this class, manufacturers are expected to deliver a product with no weaknesses – the perfect car. Though designed as luxury sedans, these vehicles are also supposed to provide sports car-like acceleration, faultless handling, and the highest levels of refinement. It’s a tough ask, but the Germans are very good at it – take a drive in an E 320 and you’ll agree," said the judges.

The E320 out-classed a dozen contenders including the BMW 330i and the BMW 535i.

Mercedes Set to Expand C-class Choice with Sports Coupé

The dynamic new C-class sedan will be joined later next year in Australia by the stunning new sister model – the C-class Sports Coupé, which recently premiered at the Paris Motor Show.

Matthias Luehrs, Managing Director of Mercedes-Benz Passenger Cars in Australia, said that the new Sports Coupé would be a further addition to the ongoing Mercedes-Benz product offensive.

"Although Australian specifications and prices are yet to be finalised, the Sports Coupé will ensure we continue to attract new, younger and more dynamic customers to the Mercedes-Benz brand," said Mr Luehrs.

"The name Sports Coupé really sums up what this fascinating car is all about", said Jürgen Hubbert, Board Member of DaimlerChrysler and responsible for the Mercedes-Benz Passenger Car Division.

"As a two-door car, it underlines the progressive nature of the C-class particularly clearly, while its youthful appearance sets new trends for sporty, exciting driving.

Performance and youthful charm can, quite literally, be seen in the face of the C-class sports coupé: the louvred radiator grille clearly identifies the two-door car as a member of the Mercedes sports car club.

A further characteristic feature is the high rear end with its integrated spoiler and the dark tinted panel between the rear lights. The Mercedes styling team have intentionally sent a clear message with these distinctive lines. Practical requirements were even more important than aesthetic ones when it came to defining the shape of the car’s rear end.

In the interests of driving safety, the high edge of the coupé’s rear spoiler enables a powerful dynamic downforce on the rear axle, while the intriguingly designed panel also serves as a window, thus giving the driver exceptionally good rear visibility, particularly for a coupé – and especially when parking.

Unique open-air experience is the result of an optionally available panoramic sliding sunroof. From the front windscreen through to the rear spoiler, everything is glass.

At the press of a button, the front half of the roof glides towards the rear, leaving a roof opening that is about a third larger than a conventional sunroof.

And because the front part of the panoramic sliding sunroof slides along the outside of the car, it doesn’t affect the passengers’ headroom.

Two electrically operated roller blinds on the inside shield the coupé’s interior from the sun when the sunroof is closed.

The new model’s powerful and dynamic appearance is also largely due to its compact dimensions, together with a suspension which is ten millimetres lower than the saloon’s. The sports coupé is 4343 millimetres long, and thus 183 millimetres shorter than the C-class saloon while its height, at 1406 millimetres, is 20 millimetres lower.

And yet the two-door version still has plenty of space for four passengers. The driver and front-seat passenger have contoured sports seats with good lateral support, while elbowroom, legroom and headroom, as well as the adjustable range of seats, are almost as generous as in the saloon. The two rear seats are asymmetrically divided and can be folded forward either individually or together, thus increasing the maximum loadspace volume to 1100 litres.

High-quality trim elements made of aluminium, a three-spoke steering wheel with illuminated control buttons for the car radio, telephone and other functions, as well as the sporty cockpit styling set the tone in the interior.

State-of-the-art four-cylinder engines with true high performance potential are what drive the sports coupé. The 120 kW 2.0-litre mechanically supercharged engine and the four-cylinder engine from the C180 (95 kW) form the basis of the CL engine range which also includes the 230 Kompressor and diesel.

A further new development to make its debut in the C-class sports coupé will be the optionally available automated six-speed gearbox, SEQUENTRONIC. The dynamic driving experience is enhanced still further by its fast, agile and precise gear changes, whilst fuel consumption is actually reduced.

A light tap on the shift lever is all that is needed for the system to declutch, change gear and engage the clutch again. In automatic mode, the SEQUENTRONIC system changes gear (on its own) according to the particular driving situation.

Technical innovations that will make the sedan version of the C-class a trendsetter, will also find their way into the sports coupé – everything from the windowbag to the Electronic Stability Program ESP, from the adaptive driver and passenger side airbags to the headlamp distance regulator.

The COMAND control and display system with dynamic route guidance, the voice-activated LINGUATRONIC system for the telephone and car radio, the automatic climate control system will be options.

Mercedes AMG GmbH has introduced a new dimension to the compact roadster sector. In the European spring of 2001, the SLK 32 AMG, with its 260-kW AMG V6 supercharged engine, will take up a new leading position in this sector, which has been dominated from the very early days by the SLK. No other roadster in this class shows quite such a supreme development of power.

The same is valid of the engine's maximum torque of 450 Newton metres, thanks to which the Mercedes SLK 32 AMG can speed through the 100 km/h mark in a mere 5.2 seconds. Yet despite such sporty evidence, the roadster uses an average of just 11.2 litres of premium lead-free fuel (95 ROZ).

As racing driver Bernd Schneider, who recently won the German Touring Car Masters (DTM) with Mercedes AMG and was given an exclusive opportunity to put the SLK 32 AMG through its paces, explained, "This fascinating new roadster is not just about pure power. The SLK 32 AMG has been re-defined in all its essential components. Its excellent performance and sporty suspension, with ESP as standard, are not just fun; they give the car a dynamic character whilst enabling it to remain absolutely controllable and viable for everyday use. This homogenous picture is further enhanced by details such as the newly designed AMG sports seats and the tasteful but commanding AMG bodywork styling. I am also impressed by the way that this high-performance sports car manages to keep its emissions low and to meet the EU 4 emissions standard.

All these aspects, as well as the overall concept of the vehicle with its practical Vario roof add, in my view, to the definition of a roadster which is still unique in the way its concept is so logically thought through".

The Mercedes AMG V6 Kompressor offers very clear dynamic advantages over the familiar 3.2-litre naturally aspirated engine of the SLK 320.

The use of a supercharger means that the engine output could be increased by 100 kW and the maximum torque by 140 Newton metres. The Affalterbach engineers were particularly keen to give the vehicle a dynamic torque characteristic, as a consequence of which the roadster develops its power at low revs, whilst also being able to move smoothly in higher gears. At 2300 rpm the engine is already able to use 400 of its 450 Newton metres. This power is passed to the rear wheels via a very sporty tuned five-speed automatic gearbox. As an alternative, the gear ratios can be changed by hand using the one-touch shift (+/-).

No less innovative is the charge air cooling system used by AMG, which features a very efficient air-water-heat exchanger system. The biggest advantage here is the compensating ability of the system to counteract temperature peaks. As a consequence, unlike conventional air-to-air systems in which, under certain thermic load conditions, the ignition angle and hence the output usually have to be corrected downwards, in the SLK 32 AMG the full spectrum of the vehicle's performance can be used at all times.

Technological refinement also marks the engine acoustics. With the exception of the intake manifold, the whole exhaust system, including the oval, chrome-plated twin tailpipe, has been completely redesigned. And you can hear it; for the sound produced has a very special resonance that manages to avoid being irritating.

The suspension: active safety at the highest level

Due to the vehicle's high performance, the SLK suspension has been especially adjusted for the AMG version, whose top speed is electronically regulated to 250 km/h. In addition to a new spring/damper configuration, the wider rear track width and a larger dimension torsion bar on the front axle, the good deceleration figure for the brakes (approx. 10.5 m/s²) is a particular highlight. The braking system features internally ventilated disc brakes all round (diameter at the front 334 mm, at the rear 300 mm), ABS, Brake Assist (BAS), ESP and an integrated ASR system. The sterling silver-coloured 17-inch AMG light-alloy wheels with their twin-spoke design are a completely new development. Not only do these look good, fitted as they are with size 225 tyres on the front and 245 on the rear, they also offer optimum cooling for the high-performance disc brakes.

The AMG styling package: rear axle lift reduced by 50%

As is normally the case with vehicles in the Mercedes AMG range, the bodywork design of the SLK has been given its own, very individual design.

The front and rear aprons, side skirts and an elegantly integrated airflow breakaway edge on the boot lid, which reduces the lift on the rear axle by more than 50 per cent, give the SLK 32 AMG its own characteristic appearance.

The AMG styling elements are continued in the interior. Sports seats with integrated head restraints, designed especially for the roadster, ensure perfect lateral support, whilst the well-balanced ergonomics of the seats guarantee comfort on long journeys. Both seats and door panels are trimmed with two-tone leather as standard, the same material that is to be found on the AMG steering wheel and gear knob. Similarly attractive is the trim on the centre console in high-quality, dark bird's-eye maple. The individually designed instrument faces, including a speedometer that shows speeds of up to 300 km/h - in the case of the SLK 32 AMG in silver - are also typical of Mercedes AMG; for the first time the speed is shown in steps of 30 km/h.

From 2001 onwards, there are plans to build around 2000 SLK 32 AMG per annum. Approximately half of the production is destined for the USA, where the Mercedes Sport division has enjoyed enduring success for quite some time now. The other units will be distributed primarily in Germany, Italy, Switzerland, Great Britain and Japan, with a handful of units making their way to Australia mid 2001.

Earlier this month in Berlin, DaimlerChrysler documented the advances in the development of the fuel cell drive with not just one but two new vehicles in the presence of German Chancellor Gerhard Schröder. Both the Mercedes-Benz A-Class based fuel cell vehicle NECAR 5 (New Electric CAR) and the Jeep® (Commander 2) are virtually silent and environmentally friendly. Their fuel is methanol—a liquid that serves as a hydrogen storage medium. The company characterises the present technical status of the fuel cell drive as "fit for practical use."

In the past six years, the fuel cell drive system has been shrunk to such an extent that it presently requires no more space than a conventional drive system. The fuel cell uses the energy in the fuel almost twice as efficiently as a gasoline engine. The hydrogen carrier methanol—a liquid that can be sold in a manner similar to gasoline through the existing filling station network—is the first fuel in the 115-year history of the automobile in Europe that isn’t derived from a fossil source and can even be produced from renewable sources. Together with the oil industry, DaimlerChrysler is already developing scenarios for use of the alternative fuel.

"There have already been two oil crises; we are obligated to prevent a third one," says Jürgen E. Schrempp, Chairman of the Board Of Management of DaimlerChrysler. "The fuel cell offers a realistic opportunity to supplement the ‘petroleum monoculture’ over the long term."

DaimlerChrysler considers itself the leader in the development of this alternative drive system. "All over the world, the auto industry is working in high gear on the fuel cell," Schrempp adds. "We intend to be the market leader in this field. Then we will have the technology, the secured patents and the jobs on our side. In this manner, we will optimise conditions for profitable growth." Fuel cell development by DaimlerChrysler has already created 1,000 jobs in Germany alone, according to Schrempp, even though not a single vehicle is on the market yet.

The company will invest about DM 2 billion to develop the new drive system from the first prototype to the point of mass production.

In the past six years. DaimlerChrysler has already equipped and presented 16 passenger cars, vans and buses with fuel cell drives—more than the total of all its competitors worldwide. The first vehicle in 1994 was a van crammed chuck-full of technology. DaimlerChrysler subsidiary MTU in Friedrichshafen, Germany, is currently installing its third fuel cell power station at the Mercedes-Benz plant in Tuscaloosa, Alabama.

Professor Klaus-Dieter Vöhringer, member of the DaimlerChrysler Board of Management with responsibility for research and technology, predicts the fuel cell will be introduced into vehicles in several stages. "In 2002, DaimlerChrysler will deliver the first city buses with fuel cells, followed in 2004 by the first passenger cars," says Vöhringer. Up to that time, the vehicles from the first production phase will be using liquid or gaseous hydrogen as a fuel, according to Vöhringer. But in his view "these fuels are unlikely to see widespread use because of the high cost of the infrastructure. Nevertheless, we’ll be operating test fleets in several regions of the world to gain experience with daily use of fuel cells. It’s possible that such a test fleet could begin operating in Berlin."

Vöhringer does not expect high unit sales during the first three years after market introduction, because there will be a limited number of hydrogen filling stations and the technology must first prove its maturity in daily use. "The development time of 10 years for a revolutionary new drive system is an extremely short period considering the enormous challenges," says Vöhringer. "And, of course, the ordinary DaimlerChrysler customer won’t want to buy a test vehicle but will instead demand a thoroughly perfected and proven product." Vöhringer anticipates the breakthrough will come with the mass introduction of the methanol-driven fuel cell car, which will allow the driver to "fill up" just like today and drive 500 or 600 kilometres on a single tank.

"Which energy will ultimately shape our mobility and therefore our life is now the key question," says Schrempp. "We must continue to make mobility more environmentally sound and lower emissions. The demand for energy continues to grow and at the same time the supply of fossil fuels is limited. We’ll be able to use petroleum for many years yet, but perhaps not at today’s prices. However, energy must not become a luxury product. With fuel cells suitable for both mobile and stationary use, DaimlerChrysler is developing the solution for the energy of the future. The fuel cell car NECAR 5 and the Jeep Commander 2 demonstrate the technical feasibility of fuel cell vehicles, especially for widespread personal transportation. And in terms of gasoline consumption, they use zero gallons! That will put an end to the debate about who gets the best gas mileage."

Independent and versatile

The fuel cell vehicle NECAR 5 and the Jeep Commander 2 use the liquid hydrogen carrier methanol as a fuel. In the fuel cell, the hydrogen stored in the methanol reacts with oxygen from the air to generate electrical energy for the drive system.

Pure hydrogen could be stored onboard a vehicle in gaseous or liquid form. Either way, that takes up a lot of room. What’s more, liquid hydrogen must be cooled to minus 253 degrees Celsius—an energy-intensive process. Using methanol ("methanolised" hydrogen, MH₂) to store hydrogen is the technology best suited for passenger cars.

Methanol can be handled much like gasoline or diesel fuel and could be sold through today’s filling-station infrastructure with only minor modifications.

Today the hydrogen carrier methanol is produced on a large scale from natural gas, which is still available in fairly large quantities and often simply burned off as a byproduct of oil production. But it can also be produced with a neutral CO₂ balance from renewable sources such as biomass. That’s a decisive step toward securing sustainable mobility.

The fuel cell as an economic factor

However, the fuel cell does more than ensure the future of our mobility. In Germany alone, fuel cell technology has already created more than 1,000 highly skilled, high-tech jobs, about 500 of which are at DaimlerChrysler and its subsidiaries. Given the outlook, the fuel cell industry is a rapidly growing one with a great future.

The first fuel cell cars fit for practical use—methanol in the tank

NECAR 5 is the first vehicle in which the entire fuel cell system with methanol reformer has been accommodated within the underbody of a Mercedes-Benz A-Class. That makes the available space comparable to a normal A-Class vehicle. The efficiency of the fuel cell system has been increased by 50 percent over the previous test vehicle. At the same time, the volume and weight of the drive system have been substantially reduced. That makes NECAR 5 a methanol-operated fuel cell vehicle fit for practical use.

"From the technological point of view, NECAR 5 is a prototype of what we may roll out in a few years," Vöhringer explains.

"We’ll now begin building test fleets to ready the technology for mass production. Developing the manufacturing technology for the components and reducing the related costs will be our main task."

The Jeep Commander 2 likewise operates on a fuel cell operated on hydrogen generated from methanol in a reformer. Peak power output can be supplemented by an onboard battery. The Jeep Commander 2 demonstrates that the use of fuel cells is by no means limited to compact vehicles. The power required for any given vehicle can be modularly delivered by combining the fuel cell units.

The Jeep Commander 2 is the first fully functional fuel cell vehicle from the Chrysler Group and is a concrete and spectacular example of the intensive technology transfer throughout the company.

The fuel cell is extremely efficient

The fuel cell is the most promising answer yet to the question about the energy source of the future. It uses energy extremely efficiently—about twice as efficiently as a conventional gasoline engine. And it can be operated with different fuels that can also be made from renewable sources. What’s more, depending on the fuel used, fuel cell vehicles also operate without any or with only very low emissions. Their quiet electric drive minimises noise and maximises driving comfort.

DaimlerChrysler: Technological Innovations for Business Success

• Visions of "accident-free driving"
• Innovation cycles in the automotive industry approaching those in the IT sector
• World premiere of direct methanol fuel cell
• Discussion regarding an Internet portal

DaimlerChrysler this month held its Innovation Symposium in Sindelfingen near Stuttgart with visions of accident-free driving, real productivity increases, firm ideas regarding its own Internet portals and the world premiere of a completely new vehicle drive system. The company thus underscored the high value it places on technological innovation for helping it achieve continued business success

According to head of Research Prof. Klaus-Dieter Vöhringer, the company is focusing on "differentiation through innovation." This technological strong point is often transformed into other qualities, such as safety.

"Any expert understands that the market leader in safety issues must also be the technology leader, but the customer doesn’t necessarily hear about that," said Vöhringer.

Vöhringer reported for the first time on a long-term plan of research emphasis, which the company will use to once again place itself at the top of technological progress. He believes that technology can be used to prevent a large percentage of traffic accidents, meaning that in the future, the company’s cars will not only do a better job of protecting their passengers in the event of an accident, but will also be involved in fewer accidents as a whole. This will be made possible through the use of high-performance electronic systems that monitor the vehicle’s surroundings. They could, for example, warn drivers who are about to turn right if they have overlooked a pedestrian or cyclist on the right-hand side of the street. Vöhringer feels that the investment in innovation is justified, even if technical superiority demands long-term ground work and would ensure a competitive advantage of only one to three years. Research and technological potential may not add to the company’s value on the balance sheet but are, in his opinion, of significant value to the company nonetheless.

Hans-Joachim Schöpf, head of Development for Mercedes-Benz Passenger Cars and Smart, supported Vöhringer’s view: in the past ten years, development productivity has doubled while the average development time for a new production series has been cut in half, despite the increasing complexity of the process. In just a few years, development time will be reduced by another 25 percent, according to Schöpf.

More than 80 percent of today’s innovations are influenced by electronics. Schöpf expects that the development of passenger cars will adapt to the innovation cycles in the information technology sector: "In a few years, customers will be able to obtain new vehicle features or engine controls via software updates during the entire physical life span of their vehicle."

The company introduced two new fuel cell vehicles (NECAR 5, based on the A-Class, and Jeep Commander 2) this month in Berlin, thereby demonstrating the technology exchange that is taking place between Stuttgart and Auburn Hills. It has now presented the next stage of this technology—the first fuel cell (in this case installed in a go-cart) that creates electricity directly from the hydrogen carrier liquid methanol. This direct methanol fuel cell could one day replace the complex reformer, which the fuel cell vehicles presented yesterday use to create gaseous hydrogen from liquid methanol.

DaimlerChrysler is also focusing on hybrid vehicles. The company is rapidly developing hybrid vehicles for mass production, as the U.S. government appears determined to offset the high cost of purchasing a hybrid by providing incentives.

The company also remains on the e-business offensive. Just four weeks ago, it announced its "DCX NET Initiative," which is designed to transform DaimlerChrysler into a "networked company." Internet portals for vehicle brands have also been openly discussed at the Innovation Symposium.

The company hopes to use these portals to strengthen customer contacts and increase customer loyalty by, among other things, offering them exclusive information. DCX NET Holding has been provided with 550 million euro in capital stock. DaimlerChrysler also intends to increase the use of its Venture Capital Fonds, which received an additional injection of US $100 million this year.