My Mercedes Car: The New Mercedes-Benz SL: Lightweight Construction Under The Microscope

My Mercedes Car: The New Mercedes-Benz SL: Lightweight Construction Under The Microscope

Right from the word go the target was ambitious: the aim was for the new Mercedes-Benz SL to tip the scales weighing five percent less than the previous model. Already declared the benchmark, the predecessor itself was a shining example boasting various lightweight design measures, even including bonnets made of aluminium. At the same time, the specifications book prescribed more comfort, more output coupled with considerably reduced consumption and fewer emissions, plus a more rigid bodyshell and even more safety. These demands would render the vehicle heavier and not lighter - that was clear. The experts calculated a weight increase of at least 75 kilograms. Only a lightweight construction on a totally new level - which included all the vehicle components in the equation - could reconcile these contradictory requirements. In actual fact, the developers at Mercedes-Benz have succeeded in undercutting the ambitious weight targets. The new SL 500 weighs no less than 125 kilograms less than the predecessor of the same name.

This corresponds to a reduction of 6.5 percent. Meanwhile the SL 350 even manages to exceed the high expectations even further - with its weight saving of 140 kilograms - equating to 7.7-percent less. Bodyshell. Converting the entire bodyshell to aluminium cuts its weight by 24 percent in contrast with a steel bodyshell featuring comparable properties (a weight saving of 110 kg). Even the upper door hinges consist of aluminium. Damping. The switch from absorber foams to sprayable acoustic compositions with variable layer thicknesses which can be shaped according to requirements, plus modified underbody panelling, results in weight savings in the order of 2.5 kg. The guide rails for the window lift mechanisms are now comprised of aluminium instead of steel, amounting to a weight saving of 0.5 kg. Vario-roof in magnesium/plastic design. The front part of the roof and the C-pillar are produced in magnesium/plastic, plus there are additional optimisation measures regarding the design of the tubular frame, rear shelf, rear window frame and roof frame.

The weight reduction amounts to 15 kg. Glazing. The windscreen is 0.5 millimetres thinner, with an acoustic film. The weight reduction amounts to over 1 kg. The rear windscreen is 0.7 millimetres thinner, resulting in approximately 1 kg less weight. Interior. The dashboard mount consists of a continuous IHP aluminium tube with magnesium struts and moulded-on polymer brackets. The weight reduction is 2.2 kg. With the introduction of shift-by-wire technology, the large shift lever has been replaced by a joystick-like lever. This DIRECT SELECT gearshift system weighs only one sixth as much as the automatic selector lever used in the preceding model. The weight saving is 1.4 kg. The boot floor is in the form of a polyurethane honeycomb plate instead of the wood plate previously used. The passenger鈥檚 foot plate has been switched over to plastic from steel, saving 1.5 kg in weight. Seat. New seat structure with new adjustment motors, but a standard-fit 4-way lumbar support and crash-responsive head restraint.

Weight savings: 11 kg. Electrics. Thanks to an intelligent dynamic load management system, two batteries are no longer necessary; one 95 Ah battery in the boot is sufficient, supported by a 12 Ah battery for the ECO start/stop function. Weight savings: approx. 4 kg. Every vehicle is given a customer-specific wiring harness for the interior, cockpit and engine compartment. Thanks to this tailor-made cable harness, additional weight in the form of wires which are surplus to requirements can be saved - to the tune of up to 0.4 kg. The innovative Frontbass system avoids the need for a separate woofer and door loudspeaker. Weight reduction: over 4 kg. Axles. The four-link front axle had already undergone extensive weight optimisation for the preceding model, featuring steering knuckles and spring links made of aluminium. The two front-axle halves now consist entirely of this material. The integral support frame for the front-axle halves, steering gear and engine is also produced in aluminium. Total weight savings: 11 kg. The rear-axle subframe consists of high-strength steel with adapted panel thicknesses. Suspension, Damping. The standard-specification semi-active adjustable damping in the SL 350 is lighter than the standard suspension system, saving 10 kg in weight. Brakes and pedals. Optimised brake cooling eliminates the need for large and thus heavy brake discs on the front axle. Weight savings: 3.8 kg. Lightweight wheels. New standard-fit lightweight wheels for the SL 500 are around 15 percent lighter than cast wheels. Wheel bolts with a weight-optimised head. Weight saving: approx. 录 kg.

Finally, the news that we've been waiting for came. At launch, the new A-Class was announced with a small diesel unit, basically the 1.5 dCi from Renault. However, most European buyers and especially the Germans want to combine high motorway speeds with low fuel consumption, and a four-cylinder diesel is usually the best way to do that. Like most other Mercedes models right up to the S-Class, the old A-Class hatchback had a 2.1-liter diesel engine (2,143cc). However, this has slowly been phased out in favor of a more standardized displacement of two liters. Now, Mercedes-Benz Passion Blog reports that a 2.0-liter under the codename "OM 654" will find its way under the hood of the new A-Class and presumably all the other MFA-based models as well. This is particularly important for the GLB-Class since gasoline-powered crossovers rarely have a meaningful impact in Europe. Though not official, the report about the OM 654 is from a reputable source that rarely gets thins wrong. It also lines up with what we've previously heard about the A-Class and with the way the market works. Two power levels will be available: 150 PS and 190 PS. And as you may have realized, those numbers are identical to everything from the Skoda Kodiaq to the BMW 3 Series. In certain markets, cars are taxed according to their power output expressed in kW, and 150 PS translates to 110 kW which is a common benchmark. In any case, both numbers represent small gains over the outgoing model, which had a 136 PS A 200 d and 177 PS in the A 220 d. The use of the 7-speed twin-clutch auto will continue, and at least one version will have 4Matic available. Hopefully, these 2-liter units are clean, as reports of Daimler emissions cheating are intensifying by the day. And the fines which the EU can impose cost about as much as a new A-Class per car sold with a defeat device.