Later on, research vehicles were also still fitted with gasoline engines which were not directly carried over to production in this form. However, the lessons learned from research and motor sports were always of great importance for future developments in engine design at Mercedes-Benz.

The age of the Silver Arrows

The ability of the Mercedes-Benz engineers to continually improve their engine designs was demonstrated in a particularly striking manner during the Silver Arrow era. Silver Arrow was the name first given in pre-war times to formula racing cars – models W 25, W 125, W 154 and W 165 – which dominated European racing from 1934 to 1939.

The era began with the W 25, whose engine with four valves per cylinder boasted two overhead camshafts and a supercharger. The designers obtained the increases in output principally by increasing the displacement of the eight-cylinder engines. Starting from 3.4 liters and 354 hp (260 kW) at 5800 rpm, the output of the car had been increased to 4.7 liters and 494 hp (363 kW) at 5800 rpm by 1936.

The W 125 presented in 1937 was the first Daimler-Benz racing car in which the supercharger was arranged behind the carburetors. Thus, the already prepared mixture was compressed, and not just the intake air. The eight-cylinder in-line M 125 F engine achieved 592 hp (435kW) at 5800 rpm with a 5.6-liter displacement, and the maximum engine speed was approximately 6000 rpm.

Twelve-cylinder engines for racing and records

For the new three-liter formula, which was implemented in 1938, Mercedes-Benz developed the W 154 racing car with a twelve-cylinder engine. A displacement of three liters for supercharged engines was specified in the regulations, while the alternative naturally aspirated engines were permitted to have a 4.5-liter displacement. Two mechanical Roots blowers supplied the V12 (cylinder bank angle 60 degrees) with compressed air, while two overhead camshafts per cylinder bank controlled the four-valve cylinders. The maximum output of the engine was 468 hp (344 kW) at 7800 rpm, while the continuous output achieved was measured at 454 hp (334 kW) at 7500 rpm. By using a two-stage supercharger, the engineers once again increased the output of the W 154 for the 1939 season. The M 163 engine developed a maximum of 483 hp (355 kW) at 7800 rpm.

In 1938, a supercharged V12 engine also powered the record car with which Rudolf Caracciola established the speed record of 432.7 km/h on the Frankfurt–Darmstadt motorway. This record achieved with a 5.6-liter engine stands to this day as the highest speed ever attained on a normal road.

The W 165 racing car of 1939, built especially for the 1.5-liter formula, had a V8 engine. Like the V12 racing engines, the engine with a 90-degree cylinder bank angle had four valves per cylinder and two camshafts per cylinder bank. Supercharged by two Roots blowers, the engine developed a maximum of 254 hp (188 kW) at 8000 rpm, while the continuous output was 250 hp (184 kW) at 7900 rpm.
Mercedes-Benz 300 SL

The Mercedes-Benz 300 SL (W 194) was launched in 1952. The racy sports car with its characteristic gullwing doors was the first vehicle designed by Mercedes-Benz after the end of the Second World War specifically for motor sports activities. The design with a lightweight tubular steel frame on the modified chassis of the 300 model was by Rudolf Uhlenhaut. The six-cylinder in-line M 194 engine was installed at an angle of 50 degree to the left and with a three-liter displacement developed 175 hp (129 kW) at 5200 rpm. The engineers also experimented with a supercharger but finally opted for a naturally aspirated engine for the cars entered in racing.

Injection technology for Formula 1

When the 300 SL production sports car was fitted with a fuel injection system in 1954, the Stuttgart engineers also designed a particularly complex injection engine for the W 196 R racing car. This new Silver Arrow had a 2.5-liter eight-cylinder in-line engine that developed 256 hp (188 kW) at 8260 rpm. This direct injection engine was fed by a Bosch eight-plunger pump. One distinctive feature was the desmodromic valve control of the intake and exhaust valves by means of two overhead camshafts. This involved not only the opening of the valves by the camshaft but also closing them. Valve springs were dispensed with.

Rotary piston four-stroke engines

The four-stroke cycle of Nikolaus Otto can be applied not only to reciprocating engines but also to rotary piston engines. The developments for this technology by Felix Wankel were pioneering. In order to investigate this method, Daimler-Benz AG signed a license contract with NSU in October 1962.
Rotary piston technology was developed extensively by Mercedes-Benz in subsequent years. The C 111 experimental car with 280-hp (206-kW) three-rotor Wankel engine and plastic bodywork, which was presented in 1969 at the Frankfurt International Motor Show, attracted much attention. The Mercedes-Benz Wankel engine reached production standard in further stages of development of the C 111 of 1969 and 1970. The high fuel consumption of the rotary piston engine was, however, a disincentive to large-scale production.

Research for environmental protection

In the 1960s, the engineers were becoming increasingly conscious of environmental considerations. In particular, catalytic emission control of gasoline engines became the subject of intensive research at Mercedes-Benz at that time. Amongst other things, one reason for this was the strict emission standards in the USA, especially in California. In 1985, this research led to the presentation of a range in which all Mercedes-Benz models with gasoline engines were also available with catalytic converters.
Then, in the 1970s, research into alternative fuels was gaining ever-greater significance. In contrast to the alternative drive concepts, which were a complete break from the concept of the internal combustion engine, the Mercedes-Benz engineers continued to focus on the proven gasoline engine in these tests. Amongst other things, its operation with natural gas, alcohols, and various gasoline-alcohol mixtures was intensively researched. In 1979, for example, a fleet of 80 Mercedes Benz test cars took part in a large-scale test as part of the Alternative Drive Systems project sponsored by the Federal German Ministry of Research and Technology. This also involved testing the use of the M 15 fuel, a mixture of 85 percent premium gasoline and 15 percent methanol.

In 1980, test passenger cars were released that could be refueled with pure methanol or ethanol. Then, in 1992 at the Geneva Motor Show, Mercedes-Benz presented a Flexible Fuel test vehicle that was based on the 300 SE (W 140), whose engine management was designed for variable gasoline-methanol hybrid operation up to a methanol content of 85 percent. Vehicles with a natural gas drive system went into production at a later stage.

Reducing consumption with intelligent cylinder shut-off

In the 1970s, Mercedes-Benz engineers were already working on innovative technology for reducing fuel consumption. One such solution was selective cylinder shut-off when driving in the part-load range. In a V8 engine, two or four cylinders could be shut off.

Both the simple fuel shut-off and the valve shut-off have been extensively researched and developed by Mercedes-Benz as methods for reducing consumption since 1974. Neither of the shut-off stages resulted in a loss of comfort: the balancing of masses in a V8 was maintained in both four and six-cylinder operation. The benefits were a significant reduction in fuel consumption as a result of the fuel shut-off up to 120 km/h, while valve shut-off remained effective even up to 160 km/h.

Long-distance records and racing with four-valve technology

In 1983, Mercedes-Benz presented the 190 E 2.3-16. This car’s gasoline engine was the brand’s first to feature four-valve technology since 1914. The car initially proved its dynamism in record runs on the high-speed track in Nardo, Italy. In August 1983 Mercedes-Benz drivers set long-distance world records over 25,000 kilometers, 25,000 miles and 50,000 kilometers, respectively, at average speeds of almost 250 km/h with three near-production 190 E 2.3-16 cars.

The 190 E 2.5-16 also formed the basis for the Group A racing sport touring cars entered in the German Touring Car Championship (DTM). However, the existing engine did not meet the requirements for use in racing: it did not have the correct bore/stroke ratio, was not suitable for very high engine speeds owing to its undersquare nature, and had no capacity for increasing output. For these reasons, Mercedes-Benz decided to develop a completely new engine with the same displacement.

Another win at Le Mans

Two Sauber-Mercedes C9 racing sports cars won the 24-hour race at Le Mans in 1989. This double victory came 37 years after the first, and until that time, only success for Daimler-Benz at Le Mans. The racing cars were powered by the four-valve V8 M 119 HL engine with five-liter displacement, developing 720 hp (530 kW) at 7000 rpm.

Return to Formula 1

In 1994, for the first time, the Sauber-Mercedes C13 started in the Formula 1 race in Interlagos, Brazil. With that, Mercedes-Benz as engine supplier for the Sauber Team returned to Formula 1 racing after 40 years. The 3.5-liter V10 four-valve engine weighed only 122.6 kilograms and developed a good 700 hp (515 kW). In October of the same year, Mercedes-Benz presented their new concept for Formula 1. The new partner was Team McLaren International which Mercedes Benz provided with the new three-liter V10 engines that had been developed in collaboration with the English Ilmor company.
In 1994, the Penske team also started with a Mercedes-Benz engine, a turbocharged 3.4-liter V8 engine, in the Indianapolis 500 race. After 200 laps, Al Unser Jr. won the race in the Penske Mercedes. In 1997, Mercedes-Benz as the engine partner for the Penske team won the manufacturers’ championship in the CART World Series, the former IndyCar Series. The Bettenhausen, Forsythe, Hogan and Pac West customer teams also relied on the 800-hp (588-kW) V8 engine.

Research alliance for four-cylinder and hybrid technology

In 2002, DaimlerChrysler founded Global Engine Alliance L.L.C. together with Hyundai Motor Company and Mitsubishi Motors Corporation. This joint venture for the development and production of four-cylinder in-line gasoline engines was headquartered in the USA. In 2004, the partners amended their strategic alliance. The joint development and production of a four-cylinder gasoline engine family, the so-called World Engine, was to be continued.

In September 2005, DaimlerChrysler signed a memorandum of understanding with BMW and General Motors Corporation for an alliance of equal partners for the development of hybrid drives.

Drive system technology for the future

In the 1990s, Mercedes-Benz had already researched gasoline engines for small vehicles that would consume less than two liters of gasoline per 100 kilometers. The small, innovative “Minmot” (working title) gasoline engine with minimal consumption and extremely low pollutant emissions was conceived as an intelligent alternative to expensive hybrid drives, and was based on the long experience of corporate research into gasoline engine technology.

It was not only the standards of the engine’s fuel consumption and emissions levels that were visionary; the Minmot was also to operate with hydrogen or methane gas, according to a provision in the specifications. In this way, the company sought to be able to react early on to future changes in the supply of fuels.

Similar objectives were pursued with the Lomix project in the late 1990s, although these were more closely associated with production. The result was a C-Class concept which, thanks to aerodynamic and lightweight design and modifications to chassis and drive system technology, consumed less than three liters of gasoline per 100 km. The C-Class Lomix supplied researchers with important findings for future vehicle concepts with extremely low consumption levels.

With these and other research projects, Mercedes-Benz is constantly redeveloping existing vehicle drive systems based on the gasoline engine – the contemporary example of this is the DIESOTTO research engine presented at the 2007 Frankfurt International Motor Show, which combines the advantages of gasoline engine technology with those of diesel engine technology. In this way, the brand, with its origins in the world’s first-ever high-speed gasoline engines, is demonstrating its commitment to the future of the automobile.

Model designations change with the new C-Class

When Mercedes-Benz presented the new compact sedan of the C-Class (202 series) in May 1993, new, consistent model designations for all of the brand’s passenger cars were also introduced. From then on, an initial letter or a letter combination would indicate the class to which the car belonged, followed by a figure for engine displacement. Many of the earlier letters or numbers that had served to identify engine and bodywork variants were now dispensed with once and for all. The reason for this reform was demonstrated by C-Class: all the gasoline engines used in the W 202 were injection engines with four-valve technology. Distinguishing these from two-valve or carburetor versions was thus no longer necessary.

The four-cylinder engines of the 202 series all belonged to the M 111 engine family. In the design of the engines, the engineers favored high tractive power rather than the greatest output. Like all current four-valve units of the model range, the four-cylinder in-line engines were equipped with a rotorless high-voltage distributor which had no movable parts, thus preventing associated wear. Double spark coils on the intake manifold supplied two cylinders in each case.

In 1993, in the SL 280 and SL 320 models of the SL 129 series, Mercedes-Benz presented two new six-cylinder in-line engines with four-valve technology. The engine of the SL 280 developed 193 hp (142 kW) at 5500 rpm. The SL 320 generated 231 hp (170 kW) at 5600 rpm.
Innovations in engine design from A to G

In the same year, the company presented the C 36 AMG as the top-of-the-line model in the C-Class at the Frankfurt International Motor Show. The 3.6-liter six-cylinder engine developed by AMG delivered 280 hp (206 kW) at 5750 rpm.

In 1995, in the new E-Class of the 210 series, Mercedes-Benz presented a newly developed 2.3-liter engine developing 150 hp (110 kW) in the E 230. The additional output of the engine derived from the 2.2-liter four-cylinder was mainly generated in the lower and medium engine speed range.
Compressed air boosts output in the C-Class

In 1995, the Mercedes-Benz design engineers reconsidered the legendary engines with mechanical superchargers. The renaissance of this technology in passenger cars began with the 2.3-liter four-cylinder C-Class, SLK and CLK engines. At the 1995 IAA, the C 230 Kompressor was presented, whose maximum torque of 280 Nm was available in the engine speed range between 2500 and 4800 rpm thanks to mechanical supercharging. However, the 193-hp (142-kW) four-valve four-cylinder engine consumed only 8.2 liters of premium gasoline on 100 kilometers (Euro-Mix). The engine was thus approximately one fifth more economical than a naturally aspirated engine of the same power output. The technology combined high torque with good fuel economy and low emissions.
Launch of the Mercedes-Benz V6 engines

In 1997, at the RAI Motor Show in Amsterdam, Mercedes-Benz presented vehicles with V6 gasoline engines. The E 280 and E 320 had completely newly developed engines which significantly undercut even the world’s strictest emission standards applicable at that time. Mercedes-Benz thus prepared its vehicles for the stricter emission regulations that were expected in the future. While power output rose, fuel consumption declined by up to 13 percent compared with the previous six-cylinder in-line engines.

The engine as an element of passive safety

The engine and transmission took on a special role in the Mercedes-Benz A-Class presented in 1997, because the underfloor drive unit arranged at an angle in front of the pedal floor was an integral component of the safety concept together with the vehicle’s sandwich floor. The drive system arranged in front of and under the intermediate floor slid along an inclined bulkhead underneath the passenger compartment in the event of a frontal impact. This reduced the risk of injury to the vehicle occupants. A completely new engine series, the M 166, was developed. Initially, the gasoline engine versions A 140, developing 82 hp (60 kW), and A 160, developing 102 hp (75 kW), were available. The A 190, with its 125-hp (92-kW) M 166 E 19 engine, completed the model lineup in 1999.

Innovative V-engines reduce consumption

The new V6 engines for the C-Class, which Mercedes-Benz presented in summer 1997, belonged to the generation of V-engines that were also used in the E- and M-Class and in the CLK. Progress was achieved in many respects: the C 240, developing 170 hp (125 kW), and the C 280, developing 197 hp (145 kW), for example, had modern gasoline engines with three-valve technology, dual ignition, and exhaust gas recirculation.

In 1997, Mercedes-Benz presented the new high-performance CLK GTR sports car. The road-going racing coupe based on the CLK had a V12 mid-engine which, from a 6.9-liter displacement, developed 560 hp (412 kW) and achieved a maximum torque of 720 Nm.

The year of the eight-cylinder

At the North American International Auto Show in Detroit in 1998, Mercedes-Benz presented the ML 430 and CLK 430 with V8 engines. The 279-hp (205-kW) engine made these two cars the top-of-the-line models in their respective series. At the International Offroad Show in Munich in spring 1999, the Mercedes-Benz G 500 followed, its V8 engine developing 296 hp (218 kW) at 5500 rpm. The M 113 E 50 engine was also the basis for the AMG version presented in 1999. The M 113 E 55 version of the eight-cylinder now developed 354 hp (260 kW) at 5500 rpm in the G 55 AMG. And finally, in the S 55 AMG S-Class model, the light-alloy engine with a displacement of just under 5.5 liters developed an output of 360 hp (265 kW) at 5500 rpm.

In 1999, the Vision SLR sports car study with a supercharged V8 engine developing 557 hp (410 kW) attracted much attention in Detroitas a gullwing coupe, and at the IAA as a roadster. In 2003, Mercedes-Benz presented the high-performance Mercedes-Benz SLR McLaren sports car developed from this study and equipped with a supercharged 626-hp (460-kW) V8 engine, which accelerated from standstill to 100 km/h in 3.8 seconds. In the SLR 722 Edition the
5.5-liter V8 engine even developed 650 hp (478 kW).

Twelve comes up trumps

In 1999, some changes were made in the Mercedes-Benz range with regard to the V12 engines. The company presented the SL 73 AMG as a sporty high-performance model with an M 120 E 73 engine. The engine tuned by AMG developed 525 hp (386 kW) at 5500 rpm from a displacement of 7.3 liters. The new top-of-the-range S-Class model from the W 220 series was also presented with a V12 engine in 1999: in the S 600, the M 137 E 58 developed an impressive 367 hp (270 kW) at 5500 rpm.
CGI technology

In 2002, in the CLK 200 CGI, Mercedes-Benz presented a revolutionary generation of gasoline engines with direct gasoline injection based on the stratified-charge gasoline injection (CGI) principle. These direct gasoline injection engines had 16-percent lower fuel consumption than comparable engines with manifold injection. The microprocessor-controlled gasoline direct injection was combined with a hot-film air-mass sensor (HFM) and a mechanical supercharger.

Together with the new injection technology, a generation of four-cylinder engines was premiered and, thanks to their unique TWINPULSE system, set standards in this displacement category in terms of power development, torque characteristics, smooth running and fuel consumption. Two four-cylinder models were available: the CLK 200 KOMPRESSOR (163 hp/120 kW) with conventional fuel injection and the CLK 200 CGI (170 hp/125 kW) with direct gasoline injection. In the new CGI engine, Mercedes-Benz further enhanced the TWINPULSE system with innovative direct gasoline injection, which reduced the fuel consumption of the two-liter four-cylinder engine to just 7.9 liters per 100 kilometers (NEDC combined consumption). This was approximately 16 percent less than in the predecessor model.

In the CLS 350 CGI, presented in 2006, the CGI method reaches a new level: the four-door coupe boasts the world’s first gasoline engine with piezo direct injection and a spray-guided combustion process. The 292-hp (215-kW) six-cylinder engine of the CLS 350 CGI again attains fuel savings of approximately ten percent compared with the V6 gasoline engine with port injection. The new direct gasoline injection unit thus points the way forward for gasoline engines.

In 2002, Mercedes-Benz also presented a new generation of four-cylinder engines. These ultra-modern engines started off in the C-Class, and were also used in other Mercedes-Benz model series later on. The design focused on the reduction of fuel consumption, further improved torque characteristics, optimized power development and smooth running characteristics, as well as consistent use of lightweight design and other high-tech innovations.

Turbocharging for V12 engines, A-Class and B-Class

All Mercedes-Benz twelve-cylinder engines were fitted with turbochargers in 2002. In order to compensate for the known disadvantages of exhaust gas turbocharging, the Mercedes-Benz engineers developed a complex solution. Thus, the V12 of the S 600 (W 220) operated with two exhaust gas turbochargers and one indirect intercooler. In the sedan, this M 275 KE 55 LA engine achieved a maximum output of 500 hp (368 kW) at 5000 rpm. An identical engine was used to power the SL 600.
Even more powerful was the AMG twelve-cylinder engine with biturbo in the new SL 65 AMG which Mercedes-Benz presented in 2004: developing 612 hp (450 kW) and 1000 Nm of maximum torque, this car was the production roadster with the highest output and torque in the world.

In 2005, turbochargers were also used in the two-liter models of the new Mercedes-Benz A-Class (W 169) and, at a later stage, in the

B-Class (T 245) as well. The turbocharged 193-hp (142-kW) engine was installed, like other engines, at a 59-degree angle behind the front axle. The A 200 TURBO model opened up new output dimensions for the A-Class, thanks to this engine. With a specific output of 96 hp (71 kW), the four-cylinder was among the most powerful engines in its displacement class.

Tailor-made six-cylinder for the new SLK

In 2004, for the first time in the car category, the new Mercedes-Benz SLK was fitted with a V8 engine in the SLK 55 AMG with an output of 360 hp (265 kW) at 5750 rpm. The six-cylinder engine of the SLK 350 model was completely redeveloped for the roadster. With a host of technical innovations, the 3.5-liter four-valve V6 with 272 hp (200 kW) set new standard in fuel economy and noise comfort and afforded dynamic motoring pleasure.

In 2004, in the 367-hp (270-kW) C 55 AMG, Mercedes-Benz also offered an eight-cylinder for the C-Class for the first time. In addition, a 192-hp (141-kW) four-cylinder with supercharger enhanced the engine range for the sedans and station wagons in the 202 series from the spring of 2004.
High engine speed concept and large displacement

An innovative concept – a combination of large displacement and high engine speed – was realized by Mercedes-AMG in 2005 with a new V8 engine. The 6.3-liter V8 developed 510 hp (375 kW) at 6800 rpm. It was thus the world’s most powerful naturally aspirated eight-cylinder engine. The configuration offered approximately 20 percent more torque than comparable engines of the same output class. The engine reached its maximum torque of 630 Nm at 6800 rpm.

Shifting camshafts in the S-Class

In the S-Class, a new V8 engine was launched in 2005. The 5.5-liter engine develops 388 hp (285 kW), and was the new top-of-the-line engine in its engine family presented in 2004. An innovative feature is the engine’s shifting camshafts; the variable camshafts compensate for pressure variations in the exhaust tract and thus ensure even smoother running of the eight-cylinder engine. The six-cylinder engine in the S 350, developing 272 hp (200 kW) output, has variable camshafts with continuous adjustment.

Finally, in 2006, the S 600 was launched on the market as the new top-of-the-line model. Its twelve-cylinder biturbo engine developing 517 hp (280 kW) has a maximum torque of 830 Nm. While the current V6 and V8 engines feature four-valve technology, the new V12 has three valves per cylinder.
Technological innovations follow in the tradition of engine development in the past decades at Mercedes-Benz: “More output with greater fuel economy” was not merely the message of the S-Class of the W 221 series, since the combination of ecology and motoring pleasure thanks to innovative gasoline engines is a challenge for Mercedes-Benz, which the brand’s researchers and engineers have successfully been meeting time and again over many years. The DIESOTTO research engine shown at the 2007 Frankfurt International Motor Show, which combines the advantages of the gasoline engine with those of the diesel engine plus those of hybrid technology, admirably follows in this tradition.

The foremost attention-grabber at the 1951 Frankfurt International Motor Show (IAA), however, was the Mercedes-Benz 300. At the time of its presentation, this model was the largest and fastest production car of all the German brands. The output of the three-liter engine was increased several times from 1951: the 115 hp (85 kW) at 4600 rpm of the first W 186 I model was further advanced to 125 hp (92 kW) at 4500 rpm in the last version with the M 186 II engine. Output rose to 160 hp (118 kW) at 5300 rpm for the M 189 of the 300 d model. A similarly high-revving carburetor engine, the M 188, was fitted in the Mercedes-Benz 300 S (W 188 I) as early as 1951. This engine was replaced by the M 199 injection unit in 1955, which boosted engine output to 175 hp (129 kW) at 5400 rpm while fuel consumption remained unchanged.

Arrival of the Mercedes-Benz 300 SL

The Mercedes-Benz 300 SL sports car launched in 1954 was the world’s first production car whose four-stroke engine featured fuel injection – mechanically controlled direct injection via a Bosch six-plunger pump, to be precise. The M 198 engine developed 215 hp (158 kW) at 5800 rpm. With this engine design, Mercedes-Benz set the standards for the development of future generations of gasoline engines, just as it did with the entire sports car concept which was to become the icon of the century.

The Mercedes-Benz 220 SE (W 128) with the M 127 I six-cylinder in-line engine appeared in 1958. The 2.2-liter engine (115 hp/85 kW) had an injection system. This model finally brought the technology for increasing output, which had been established for many years already, into large-scale production.
Continuous development of the four- and six-cylinder engines

In the 1960s, in new model series such as for example the Tailfin, Mercedes-Benz focused on the continuous development of existing engines. The 190 (W 110) model was thus fitted with the latest version of the M 121 engine. In 1956, in the 190 model (W 121), it still developed 75 hp (55 kW) at 4600 rpm and consumed 11.5 liters of premium gasoline on 100 kilometers. At the same consumption, the output had now increased to 80 hp (59 kW) at 5000 rpm, and the top speed was approximately 150 km/h instead of 139 km/h. The design engineers obtained this optimization in spite of larger and heavier bodywork which had been designed along the lines of the latest findings in passive safety. The top-of-the-line model in this series was the 300 SE (W 112) presented at the IAA in 1961.

In the Mercedes-Benz 600 (W 100), the brand presented a V8 injection engine for passenger cars for the first time. From a 6.3-liter displacement, the oversquare eight-cylinder engine developed a maximum output of 250 hp at 4000 rpm. This engine also powered the Mercedes-Benz 300 SEL 6.3 (W 109 E 63), giving the sedan the performance of a sports car.

The M 100 also inspired the smaller V8 engines of the 1970s: the 3.5-liter M 116 engine was employed in the Mercedes-Benz 300 SEL 3.5 (W 109 E 35/1) and 280 SE/SEL 3.5 (W 108 E 35) models. The injection engine developed 200 hp (147 kW) at 5800 rpm. In addition, the M 117 engine with 4.5-liter displacement was developed, for the time being for export to North America.

Independent mid-series: The Stroke Eight

In the first independent model series of the mid-sized category (W 115/114), presented in 1968, Mercedes-Benz focused on proven engine technology. The 200 and 220 (W 115) and the 230 and 250 (W 114) models had in-line carburetor engines with overhead valves and an overhead camshaft. Development work was continued, and in April 1972, the 280 and 280 E models were added to the sedan model line-up. Both were equipped with a newly designed 2.8-liter engine with a double overhead camshaft. The carburetor version of this M 110 six-cylinder in-line engine developed 160 hp (118 kW) at 5500 rpm and as an injection engine 185 hp (136 kW) at 6000 rpm.
Three V8 engines in the S-Class

The Mercedes-Benz S-Class of the 116 series, presented in 1972, was offered with a total of three different V8 engines. The 280 S/SE served as entry-level model with the M 110 as carburetor or injection engine (160 hp/118 kW and 185 hp/136 kW, respectively). From the end of 1975, the injection system of the 2.8-liter, 3.5-liter and 4.5-liter engines was replaced by a more advanced version. In addition to the 3.5-liter V8 M 116 and the 4.5-liter M 117 engine originally designed for North America, the V8 M 100, which had proven itself in the Mercedes-Benz 600, was also used in the 116 series. With an increased displacement of just under 6.9 liters and developing 286 hp (210 kW) at 4250 rpm, it powered the top-of-the-line Mercedes-Benz 450 SEL 6.9 model.

The top-of-the-line models in the 107 series at this time were the Mercedes-Benz 500 SL roadster and the 500 SLC coupe of 1980. They were equipped with the M 117 V8 engine with a displacement of just under five liters, which had already been employed in a similar form in the 450 SLC 5.0 of 1978.
Launch of the 123 series with a new six-cylinder in-line engine

When Mercedes-Benz launched the new mid-sized 123 series in 1976, the proven gasoline engines of the 115/114 series were installed in the 200, 230, 280, and 280 E. Only the Mercedes-Benz 250 received a newly developed six-cylinder in-line engine, the M 123, with a 2.5-liter displacement and an output of 129 hp (95 kW) at 5500 rpm. In the course of the years, the engine range was modified, however, keeping pace with technical developments and the emission regulations stipulated in different markets.

V-engines for the W 126 S-Class

In 1979, Mercedes-Benz presented the new S-Class (W 126 series) with two revised eight-cylinder engines. The V8 engines of the predecessor series were replaced by engines with increased displacement and a light-alloy crankcase. The five-liter M 117 E 50 engine that replaced the 4.5-liter gray cast-iron engine had already been fitted in the 450 SLC 5.0. The engineers developed the 3.8-liter light-alloy M 116 E 38 engine based on the example of the five-liter engine from the veteran 3.5-liter V8 with a gray cast-iron block. Owing to their higher output at a lower weight, the new V8 engines allowed improved performance with greater fuel economy. Unchanged in the range were the carburetor version and the injection version of the 2.8-liter six-cylinder.

In 1985, Mercedes-Benz presented a completely revised S-Class line-up. Two newly designed six-cylinder engines replaced the proven M 110: instead of the carburetor model, a 2.6-liter injection engine (M 103 E 26) was now used, while the three-liter M 103 E 30 engine, developed in parallel, succeeded the injection variants of the M 110. Also new to the range was the 4.2-liter V8 M 116 E 42 engine which was created by enlarging the displacement of the 3.8-liter engine and now replaced the latter in the S-Class sedan, in the SEC coupe, and in the SL. The five-liter engine was now equipped with an electronic ignition system and the electronically and mechanically controlled Bosch KE-Jetronic injection system, and developed an output of 245 hp (180 kW) at 4750 rpm.

The most spectacular new unit in the engine range was the 5.6-liter eight-cylinder M 117 E 56. It was developed from the five-liter V8 by lengthening of the stroke and delivered 272 hp (200 kW) at 5000 rpm.

Renaissance of four-valve technology in the Mercedes-Benz 190

The Mercedes-Benz 190 (W 201), presented in 1982, was the brand’s first car in the compact class after the Second World War. At first, it was delivered with two engines from the M 102 engine family: the 190 model had a carburetor engine whose output, by reducing the size of the intake and exhaust ports and using a modified camshaft and smaller valves, was derated from 109 hp (80 kW) to 90 hp (66 kW). The 190 E, by contrast, acquired an engine with newly developed gasoline injection and developed 122 hp (90 kW).

In 1983, four-valve technology experienced a renaissance at Mercedes-Benz in this model series: the 190 E 2.3-16 model was a sporty variant of the compact-class sedan with excellent performance. From a 2.3-liter displacement, the engine developed 185 hp (136 kW) at 6200 rpm. This compact class car accelerated from standstill to 100 km/h in 7.5 seconds, the top speed was 230 km/h.
New six-cylinder in the 124 series

At the presentation of the new mid-sized 124 series in 1984, Mercedes-Benz also introduced new six-cylinder in-line engines. The six-cylinder in-line versions of the M 103 featured several innovations, among them just one camshaft to reduce frictional losses and weight.

In 1989, the 300 E-24 model was added to the 124 series. Its three-liter six-cylinder engine with four-valve technology debuted a few months earlier in the 300 SL-24. With a closed-look three-way catalytic converter, this engine with manifold injection developed 220 hp (162 kW) at 6400 rpm. At the Paris Motor Show in October 1990, Mercedes-Benz then presented the new top-of-the-line model in the model series, the 500 E. It had a five-liter V8 four-valve engine that developed 326 hp (240 kW) at 5700 rpm, which was based on the proven engine of the 500 SL.

In 1992, the engines for the mid-series were completely converted to four-valve technology. The new units were quieter, more refined, cleaner and more powerful than the previous two-valve engines. The 400 E appeared at the same time. This top-of-the-line model was fitted with the 4.2-liter V8 with four-valve technology used in the S-Class, and developed 278 hp (205 kW) at 5700 rpm.
Return of the 300 SL

In the SL family (R 107 series), Mercedes-Benz showed a completely revised model line-up at the 1985 IAA. After a 22-year interval, the company once again launched a sports car on the market with the magical model designation 300 SL. It was powered by the newly developed three-liter six-cylinder M 103 E 30 engine (188 hp/138 kW, 180 hp/132 kW with a catalytic converter). Also new to the range was a 4.2-liter V8 which was created by enlarging the displacement of the 3.8-liter engine, and which now replaced the latter in the SL, in the S-Class sedan, and in the SEC coupe. The five-liter engine was modified: it now had an electronic ignition system and the Bosch KE-Jetronic injection system. The most spectacular new unit in the engine range was a 5.6-liter V8 which was created by lengthening the stroke of the five-liter engine. However, the 560 SL was produced with a catalytic emission control system only for the export market. The engine developed 230 hp (170 kW) at 4750 rpm.

Innovations in four-valve technology

In 1989, in the new SL R 129 series, Mercedes-Benz presented the newly designed three-liter four-valve engine. The engine of the 300 SL-24 had been developed from the M 103; new features were the four-valve cylinder head and the map-controlled adjusting mechanism of the intake camshaft, which was being used for the first time by Mercedes-Benz. Along with higher compression and an electronic ignition system with anti-knock control, the four-valve M 104 developed 40 hp (29 kW) more output than the M 103 (190 hp/140 kW vs. 231 hp/170 kW). The five-liter V8 was equally equipped with four-valve technology. The 326-hp (240-kW) engine made the 500 SL the most powerful Mercedes-Benz production car.

Taking up the thread of the short, but glorious history of the big Stuttgart supercharged sports cars, in 1927 Mercedes-Benz launched the W 06 series of supercharged sports cars, beginning with the Mercedes-Benz S (26/120/180 hp) – the S standing for “sport”.

The evolution of the Mercedes-Benz S sports car to the SSKL occurred in the years after, in particular as a result of improvements to the engines. The SS model presented in 1928 had an engine with a seven-liter displacement. The maximum output with a supercharger was initially 200 hp (147 kW) and continually increased to 220 hp (162 kW), then 225 hp (165 kW), and ultimately 250 hp (184 kW). The W 06 series was completed with the SSK and SSKL models. The SSKL racing sports car developed 300 hp (220 kW) from its 7.1-liter engine with mechanical charging.

In 1928, the 18/80 hp Mercedes-Benz Nürburg 460 (W 08) was the first Mercedes-Benz passenger car with an eight-cylinder in-line engine. The engine was controlled by a lateral camshaft and developed 80 hp (59 kW) at 3400 rpm. The M 07 engine had its premiere in 1930 as Mercedes-Benz’s second eight-cylinder engine, powering the 770 Grand Mercedes, a representative car that satisfied the highest demands. From a 7.7-liter displacement, the engine developed 200 hp (147 kW) at 2800 rpm with the supercharger engaged.

Innovative compact car with rear-wheel drive

At the same time as the eight-cylinder models served to emphasize Mercedes-Benz’s position in the luxury class, the engineers were working on innovative concepts for compact sedans. The result of this research was the 130 (W 23) model of 1934, whose four-cylinder engine with 1.3-liter displacement was housed in the rear of the car. This model was thus the first Mercedes-Benz passenger car to have a rear-mounted engine as standard. The 170 H (W 28) model, presented in 1936, also had a four-cylinder gasoline engine mounted in the rear.

Mercedes-Benz aircraft engines

Many innovations in Daimler-Benz engine production in the 1930s were based on aircraft engines. Thus, the LZ 129 Zeppelin airship, better known as the Hindenburg, was driven by four Daimler-Benz V16 engines from the DB 602 (LOF 6) series, each with a maximum output of 1200 hp (882 kW).
In 1937, the DB 601 A, a V12 engine with overhead cylinders, went into production as the first Daimler-Benz aircraft engine with gasoline injection. This system was adopted for passenger cars after the Second World War.

In 1885, Daimler and Maybach fitted a scaled-down version of the Grandfather Clock into a wooden two-wheeler, the so-called riding car. In this car, the engine developed 0.5 hp (0.37 kW) at 700 rpm. The riding car was the first proof on wheels that an internal combustion engine was capable of driving a road-going vehicle that was controlled by a human being.

In 1886, Daimler installed an engine in a carriage chassis – and thus created his first automobile. The engine generated 1.1 hp (0.81 kW) at 650 rpm from a displacement of 0.46 liters; the maximum engine speed was 900 rpm. And at just 40 kilograms, this engine was light. Important steps toward the automobile had been taken.

But Daimler and Maybach also looked for a solution for a multi-cylinder gasoline engine to generate higher output. The result was the world’s first two-cylinder V-engine which powered the wire wheel car (1.5 hp/1.1 kW at 700 rpm, 0.57 liters) in 1889. The V-engine was also used for driving boats and rail-bound means of transport, and for stationary applications.

The way to the four-cylinder engine

Wilhelm Maybach was the mastermind behind numerous epoch-making inventions. In 1890, he built is first four-cylinder in-line engine with an output of five hp (3.7 kW) at 620 rpm. For the time being, however, this unit was only used as a boat engine. Maybach also continuously improved key components such as the ignition and cooling.

In 1891, Gottlieb Daimler and Wilhelm Maybach resigned from Daimler-Motoren-Gesellschaft after disputes with their other partners. They continued their development work notwithstanding, financed by Gottlieb Daimler. Maybach’s greatest feat during this time was the Phoenix engine, a two-cylinder in-line engine which was first installed in the belt-driven car in 1895 after Daimler and Maybach had returned to DMG. This engine developed an output between two hp (1.5 kW) and 7.5/eight hp (5.5/5.9 kW).

The Phoenix car with Maybach’s new four-cylinder in-line engine presented in 1898 was the world’s first road-going vehicle with such a unit. Initially, the production car had a 2.1-liter engine with an output of eight hp (5.9 kW).

Despite the high pace of innovation in automotive engineering, DMG never lost sight of other fields of application. As early as February 1899, for instance, Daimler equipped the LZ 1 airship of Count Zeppelin with gasoline engines for its maiden flight.

Controlled intake valves and honeycomb radiators

Maybach’s engine developed in 1900 for the 35 hp Mercedes again featured several innovations. Thus, the engine with six-liter displacement and an output of 35 hp (26 kW) at 950 rpm was fitted with controlled intake valves and exhaust valves. For the first time, Maybach also replaced the tubular radiator with his new honeycomb radiator in this model. The engine design of the first Mercedes also had an impact on the concept of the Mercedes Simplex models. Their four-cylinder in-line engines developed between 32 hp (24 kW) at 1200 rpm with a 5.3-liter displacement and 65 hp (48 kW) at 1200 rpm with a 9.3-liter displacement. Alongside these novel automobile engines, DMG also launched several marine engines which equally gained a firm foothold in the market.

Six-cylinder by Maybach and Paul Daimler

The final development of the ingenious design engineer Wilhelm Maybach for Daimler-Motoren-Gesellschaft was a six-cylinder racing engine in 1906. The oversquare engine (140 millimeter bore x 120 millimeter stroke) developed 106 hp (78 kW) at 1400 rpm and 120 hp (88 kW) at 1500 rpm. It was the archetype for many later engine designs, including aircraft engines.

Parallel to Maybach’s racing engine, Paul Daimler developed a six-cylinder in-line engine which powered the new 37/65 hp and 39/75 hp Mercedes models– DMG’s first production vehicles to feature six-cylinder engines. Production of sleeve-valve engines modeled on the design of Charles J. Knight began in 1910. Advantages included its quiet running and the possibility of obtaining high engine speeds of up to 1600 rpm in four-cylinder engines. In 1911, DMG introduced three-valve technology (one intake valve, two exhaust valves) as well as double ignition in the new top model, the 37/90 hp Mercedes. The engine of the 1914 Grand Prix car featured four-valve technology, however. In the latter, two intake and two exhaust valves were arranged obliquely in the countersunk roof-shaped cylinder head. This engine, with its high engine speeds (105 hp/77 kW at 3100 rpm, maximum engine speed 3200 rpm), became the prototype for aircraft engines and others. These enjoyed a good reputation, as verified, for instance, by the Mercedes DF 80, a 90 hp (66 kW) 7.2-liter six-cylinder engine which reached second place in the Emperor’s Award for the best German aircraft engines in 1913.

The supercharger era

In 1921, at the Berlin Motor Show, DMG presented the world’s first passenger car with a supercharged engine. The four-cylinder 6/20 hp and 10/35 hp Mercedes models were provided with air under excess pressure by means of a double-bladed Roots blower which generated a massive power boost. The two cars went into production in 1923 as the 6/25/40 hp and 10/40/65 hp models. They were followed by other cars with supercharged engines with four, six and eight cylinders. After the merger of Benz & Cie. with Daimler-Motoren-Gesellschaft in 1926, even the large eight-cylinder cars (380, 500 K, 540 K, 770) as well as Mercedes-Benz’s sports and racing cars likewise acquired supercharged engines. The charging not only served as a means of boosting output, but was also a characteristic of the prestigious high-performance vehicles from Stuttgart.

In December 1924, at the Berlin Motor Show, Daimler presented the new 15/70/100 hp and 24/100/140 hp Mercedes passenger car models. The two supercharged six-cylinder cars would, in future, serve as top-of-the-line models in the sales range.

The first eight-cylinder Mercedes was the two-liter Monza racing car. Its output of 170 hp (125 kW) at 7000 rpm allowed a top speed of 180 km/h.

The striving for higher power was also the reason behind the design of a two-cylinder engine in 1897. The prototype featured parallel coupled cylinders (“twin engine”) and resembled the in-line engines which appeared at a later stage. For the time being, however, it remained just a draft, while Benz developed a two-cylinder engine with horizontal cylinders to production standard; its pistons, moving in opposite directions, acted on a joint crankshaft. Benz called his design “contra engine”; today the principle is commonly known as horizontally-opposed piston engine. A first 4.2-liter version was fitted into buses in 1898. In 1899, finally, 1.7-liter and 2.7-liter engines with output ratings of five hp (four kW) and eight hp (5.9 kW), respectively, made their debut in the Benz Dos-à-Dos.

The Parsifal was launched in early October 1902. It featured propeller shaft drive and an engine installed at the front, either a two-cylinder twin unit or a four-cylinder in-line, depending on the version. The two-cylinder engines were equipped with spray-nozzle carburetors, automatic intake valves, side-mounted upright exhaust valves and a lateral camshaft. The long-stroke engines had displacements of 1.5 to 2.3 liters. The top model was the 35 hp Parsifal with a 5.9-liter four-cylinder engine.

Four-valve technology for Benz racing cars

The generation of Benz cars after the Parsifal had engines with dual ignition, side-mounted upright valves in a T-arrangement and spray-nozzle carburetors. The models shown in 1905 ranged from the 18 hp Benz with 3.2 liter displacement and 18 hp (13 kW) at 1400 rpm to the 35/40 hp Benz with 5.9 liter displacement, which developed its maximum output of 35 to 40 hp (26 kW to 29 kW) at 1350 rpm.
For the Prince Heinrich Trial in 1910, two Benz racing cars were set up whose engines featured four-valve technology. Both the 5.8-liter unit (80 hp/59 kW at 2500 rpm) and the 7.3-liter engine (100 hp/74 kW at 2500 rpm) were fitted with four obliquely arranged overhead valves per cylinder.
A four-cylinder engine also powered the 200 hp Benz, the record car popularly known as the Lightning Benz. The engine developed 200 hp (147 kW) at 1600 rpm. In a record attempt on the Brooklands racetrack, Fritz Erle, driving the Lightning Benz, exceeded the 200 km/h mark for the first time in 1909. Other records followed, and for several years the car was the fastest vehicle in the world.

Six-cylinder in-line and aircraft engines

Benz & Cie. also built aircraft engines based on the Otto cycle, for example the 1912 Benz FX aircraft engine. In 1913, a Benz FX 9.6-liter four-cylinder engine with a rated output of 105 hp (77 kW) won the Emperor’s Award for the best German aircraft engine. One year later, Benz built the Bz DV – Germany’s first V12 aircraft engine.

The six-cylinder design found its way into Benz automobiles in 1914: the 21/50 hp Benz model was the first passenger car from the Mannheim brand to have a six-cylinder in-line engine. The engine had cylinders arranged in pairs and a 5.3-liter displacement, from which it developed an output of 50 hp (37 kW) at 1650 rpm. More powerful engines made available at a later stage were built according to the same principle. Before the merger with Daimler-Motoren-Gesellschaft (DMG), Benz developed another two six-cylinder engines – an in-line unit with two groups of three cylinders each in 1921, and an in-line unit with an undivided engine block in 1923.

Together with Eugen Langen, a mechanical engineer from Cologne, Otto founded the mechanical engineering company N. A. Otto & Cie. In 1866, finally, he was granted the coveted Prussian patent on his machine. At the World Exhibition in Paris in 1867, Otto’s engine was favored over other gas engines. After measuring the gas consumption, the jury even awarded the Grand Prix to the German engine because Otto’s engine required less than half the gas of other engines. This international approval was the basis for production on a larger scale, and brought the company economic stability.
In 1872, Gottlieb Daimler was appointed member of the directorate of Gasmotoren-Fabrik Deutz AG, a company which had emerged from N. A. Otto & Cie. Daimler also brought the design engineer Wilhelm Maybach with him to Otto. In 1875, Maybach was already attempting to convert the atmospheric engine to gasoline operation.

The internal combustion engine was improved continuously. In 1877, Otto was granted a patent on his four-stroke machine (DRP 532). The inventor applied the principle to multi-cylinder engines to achieve higher output.

The first vehicle to be fitted with the novel propulsion system was a rail car in 1880. However, the stationary engine used was too heavy, and the vehicle’s overall concept was far from being matured. Otto’s patent was cancelled in 1886. This permitted other companies to intensify their activities in the production of four-stroke and two-stroke engines. As a consequence, the engine-building industry grew rapidly within a short period of time.

Otto’s pioneering technological achievements should in no way be underestimated. With his engine, he paved the way for developments such as the Daimler and Benz automobiles, and these two automotive pioneers themselves openly built on Nikolaus Otto’s work, as they were convinced of the technological merits. In doing so, from the beginning, Benz focused on the efficient integration of the drive system into a road vehicle, while Daimler worked primarily on a universal engine with which he sought to power as many different means of transport as possible. The idea of mobility by means of the four-stroke gasoline engine was realized by both pioneers, although their solutions differed in their details.

Many years later, in 1996, Nikolaus August Otto and Wilhelm Maybach were honored for their achievements in engineering and automotive technology: the two pioneers were inducted into the Automotive Hall of Fame.

At the same time, these expressive front design styling touches firmly position the two-door model as a member of the contemporary Mercedes family. Similarities with familiar models are anything but coincidence. The Sports Coupé bears the typical family traits of the well-known, established coupé members, including the luxury CL Coupé, the four-door CLS and the CLK. The new CLC steps forward as a self-confident newcomer, emphasising its distinctive personality.

One typical feature of the contemporary Mercedes design idiom is the arrow shape of the front end - a styling touch with a symbolic character that emphasises typical attributes such as forward motion and agility. The front design of the new Sports Coupé embraces this hallmark and takes it to new heights. For instance, the distinctive line, which adds visual emphasis to the V‑shape, begins at the bottom louvre of the radiator grille and extends along the whole bonnet. It then reappears at the rear end, divides up the spoiler and chrome trim strip and finally flows downwards into the bumper. Design quality down to the last detail.
These lines, which interact harmoniously with the large, smooth surfaces, define the contemporary Mercedes design style. No extra flourishes, no superfluous embellishments and no design complexities. Instead you have clarity and calm. The design idiom concentrates on what is important, thereby emphasising the intrinsic and functional beauty of things.

Even at first glance the new Sports Coupé comes across as a striking proposition, reinforced inside and out by numerous nods to the world of motor racing, such as the subtle side air intakes in the front bumper. With the sports package this is also reflected in the black instrument cluster with its filigree chequered flag pattern used as a background: its luminous red needles are located at the “six o’clock position” when at rest and spring into action when the engine is turned on to create a very striking effect.
Dynamic wedge-shaped side view

The side view of the CLC is unmistakable with its muscular lines. The dominant upper edge of the wings underscores the wedge shape of the downward-slanting shoulder line, which combines at the rear with the upper edge of the tail lights. Taken in conjunction with the gently sloping bonnet, the sweeping silhouette of the roof and the obliquely angled rear windscreen give rise to the wedge-shaped side view which harmonises perfectly with the car’s racy temperament. The all-round chrome trim strips, which are an additional eye-catcher, particularly when combined with dark exterior paint finishes, provide the finishing touches to the coherent lines.

The message is “Ready for action” - all you have to do is get in, start the engine and press the accelerator to actively experience the verve of the Mercedes Sports Coupé.

Athletic rear end

The rear too illustrates that the new CLC is youthful and progressive. Well built and extremely fit, this is a car with an allure that’s hard to resist. The spoiler integrated in the tailgate spans the entire width of the body in a gentle curve and - along with the redesigned, two-part tail lights – it extends with these flowing lines well forwards into the sides of the body, providing a visual link between the rear end and the flanks. Spoiler, tail lights and bumper divide up the CLC rear end, emphasising its width and adding decisively to the car’s outstanding expressiveness. The row of LEDs that makes up the third brake light unit and the chrome tailgate handle add further lustre, while the diffuser-look rear bumper is equally effective, reminiscent of the Sports Coupé’s “big” brothers and their motor racing triumphs.

Sports package: exclusive appearance

The sports package brings out the very best in the CLC. The Mercedes designers have emphasised the particular character of this model variant by using different colours for certain body details: the inner surrounds of the headlamps are painted black, the radiator grille louvres are also in black, while the wide air intake in the bumper is offset with its mesh-type grille in an elegant grey. At the rear, the darkened covers on the tail lights and the third brake light unit as well as the oval stainless steel trim on the exhaust silencer catch the eye. Last but not least, the CLC with sports package is shod with stylish 18-inch 5-twin-spoke light‑alloy wheels.

Colour touches in the interior

Design, feel and ergonomics – these are the characteristics that set the interior of the new Mercedes-Benz CLC apart. A harmonious three-part composition consisting of attractive shapes, high-quality materials and precision design work. Sitting down comfortably in the standard sports seat and gripping the three-spoke sports steering wheel immediately brings on a feeling of well-being, of being at home.

Everything fits like a glove; the controls are easily accessible and the instruments convey a clear message - the ideal conditions for a sporty driving experience.

Colour and trim - the right choice of colours and materials for the interior of a car - is an increasingly important aspect. More than ever before, customers attach importance to the design and appointments in the interior when making their buying decision. And no wonder – these days, drivers are spending more and more time behind the wheel, and naturally want to spend this time in the most attractive and comfortable surroundings possible. In the new CLC, Mercedes designers have set the tone by offering three different upholstery colours: black, alpaca grey and, in the case of fabric upholstery, a particularly stylish combination of black and red.

There is also a choice of black and alpaca grey for the optional leather interior. In addition, a further attractive interior colour - cognac brown - is available exclusively in conjunction with the sports package.

Mercedes customers have a choice of interior trim as well as colours. Even the standard specification for the CLC features light brushed aluminium trim elements, while the sporty interior atmosphere provided by the sports package is accentuated with trim in darker aluminium. The interior is lent even more elegance by the optional fine wood trim in black bird’s-eye maple.
A closer look at the aluminium trim in the Sports Coupé reveals a small detail that adds a particularly elegant touch, namely a fine chrome strip surrounding the aluminium surface. The two materials – chrome and aluminium – are formed and finished together. To ensure the bright sheen of the chrome surround comes to the fore as it should, great care must be taken during painting to prevent the paint destined for the aluminium surface from getting onto the chrome. A painstaking process that requires great precision, and one that underlines a typical strength of Mercedes designers - attention to detail.

• Stowage compartment with cup holder in tunnel covering
• Adaptive airbags for driver and front passenger
• Acceleration skid control (ASR)
• Electrically adjustable and heated exterior mirrors
• Outside temperature display
• Brake Assist
• Diesel particulate filter (for CDI models)
• ESP®
• Headlamp Assist
• Front power windows
• 1/3 : 2/3 split-folding rear seats
• Luggage net in front-passenger footwell
• Belt tensioner and belt-force limiter for driver, front passenger and rear
  passengers
• THERMATIC automatic climate control with dust and activated charcoal filter
• Instrument cluster with white needles
• Light-alloy wheels (from CLC 230)
• Steering column adjustable for reach and height
• Three-spoke multifunction steering wheel with eight buttons
• Fog lamps
• Head restraints adjustable for fore-aft position and height, front and rear
• Halogen projection-beam headlamps
• ELCODE locking system with infrared/radio remote control
• Power steering
• Sidebags for driver and front passenger
• Front sports seats with EASY-ENTRY system
• Diffusor-look rear bumper
• Heat-insulating glass
• Windowbags
• Central locking with crash sensor
• Trim elements in brushed aluminium

• Bi-xenon headlamps with cornering light function and cleaning system
• Five-speed automatic transmission
• Direct-steer system
• Latest-generation infotainment units
• Leather appointments
• Leather steering wheel and gear lever
• Light-alloy wheels (standard from CLC 230)
• Media interface for external MP3 players and other audio devices
• Panoramic sliding sunroof
• PARKTRONIC with new sensors and reprogrammed control logic
• Rain sensor
• Rear sidebags
• Seven-speed automatic transmission (for CLC 230 and CLC 350)
• Heated front seats
• Voice-operated control system with whole-word recognition capability
• Surround sound system
• THERMOTRONIC luxury automatic climate control system (in the Exclusive
  package)
• Trim elements in bird’s-eye maple

• The Exclusive package includes the THERMOTRONIC luxury
  automatic climate control system as well as electrically adjustable front
  seats with memory function for seat, head restraint, steering wheel and
  mirror settings
• The Comfort package includes automatically dimming mirrors,
  electrically folding exterior mirrors, a rain sensor and a system which
  warns the driver if the tyre pressure is too low