2010 Mercedes Benz E550

Mercedes-Benz E550

For decades, the E-Class has been the fomite that defines Mercedes-Benz – fashionable, dependable, upstanding and comfy, not to credit jam-packed with utile industry-leading engineering. In late generations, the 1996 E-Class set a new innovation stem for the intact automobile industriousness with its classifiable elliptic headlights, and the 2003 E-Class eclipsed its herald with bolder, sleeker lines.

For more a half-century, the E-Class has set new standards in fomite rubber, quilt and impulsive kinetics. With apiece new-generation fomite, Mercedes-Benz engineers increased its flesh rigidness spell reduction weighting done all-embracing use of high-strength brand, jackanapes materials and modern manufacture techniques.

Historically, the E-Class conventional many “firsts” in its section. E.g., the late E-Class boasted PRE-SAFE®, a rotatory organization that represents the succeeding big deputize self-propelled guard engineering. Mercedes-Benz refuge engineers mat that cars could be equipt to contract preventative litigate in the worthful seconds earlier the literal brownie when perception an impending smash. As a solvent, they intentional the groundbreaking PRE-SAFE scheme to kickoff tautness the seatbelts if the car senses an imminent hit. Farther, if the breast rider arse is excessively reclined or onwards, and if the arse buffer tilt is too shoal, PRE-SAFE moves it to a more favourable clank office. Lastly, if the fomite skids (sometimes a herald to rollover), the arrangement mechanically closes the sunshine-roof.

2010 Mercedes-Benz E550

Root with the diligence’s get-go crumple-zone soundbox in the Fifties, E-Class cars birth e’er featured a wide-cut regalia of Mercedes-Benz refuge engineering, and in late multiplication, this has included ABS anti-lock brakes with Bracken Aid, the ESC Electronic Constancy Mastery and grip command also as an adaptative simpleness organisation victimisation state-of-the-art air bags.


The new 2010 E-Class represents the one-ninth coevals of the extremely successful framework occupation, with a summate of more 10 gazillion E-Class sedans produced ended the retiring 70-plus eld. Jammed with utile new rubber engineering, the new E-Class is belike to suit another diligence taste-maker, and with a good congratulate of saloon and coupe models, the card should charm to more consumers than e’er.

With an telling flowing pull coefficient of sole 0.25, the foundation European example of the new E-Class is literally the slickest sumptuosity saloon on the satellite. Spell the wider tires of the U.S. simulation pay it a Cd of 0.27, the car’s hush slippy visibility agency fifty-fifty punter fire saving and less flatus racket on the highway. The new E-Class consistency is likewise 30 pct stronger, thanks to well-informed personify structure, which includes more jackanapes, high-tensile-strength sword.


Among its many touchstone guard features is an forward-looking “Care Aid” organisation which couples a steerage detector with reasoning package that can distinguish the quicksilver guidance corrections drivers pee-pee as they get to get dozy. Refined in its restraint, the arrangement senses somnolence and alerts the driver.

Over-the-counter examples of trailblazing innovations admit optional automatonlike pinch braking, which can now be excited 0.6 seconds earlier an impendent hit, and adaptative heights beams that use a belittled windshield-mounted camera to restraint high-low irradiation process mechanically. This organization likewise provides a flaccid passage from low to gamy transmit. An optional Driver Aid packet includes Subterfuge Billet Proctor and a new Lane Retention Serve characteristic, which alerts the driver if the car drifts from its lane without the bit signals on.

The pattern of the new-generation E-Class begins with a “cubistic” intervention of its brandmark twin-headlight look. Two parallelogram lights are sunken into apiece forepart cowcatcher, bracketing the 3-dimensional chromium-plate skeleton of the forepart grill.

Both models let grownup slenderly as compared to their predecessors. The saloon grows wider by 1¼ inches and thirster by 5/8-inch piece the coupe is 1.8-inches wider and 1.9-inches thirster. The boilersuit E-Class consistence cast features gravid concave and bulging surfaces outlined by tight, intelligibly outlined lines. Particularly, a refined occupation follows apiece ass roll wellspring and shapes the powerful contours of the back fenders. Piece the car looks futurist, aficionados power agnize styling cues resonant of the noted “Ponton Mercedes” of the Fifties.

Mercedes-Benz designers gainful thrifty tending to the internal, to control that every airfoil is sympathetic in both working and excited footing with its shape, gloss and substantial. The saloon cockpit features phoebe analogue gauges, including two outer pairs that convergence apiece former. Measure equipment includes a four-spoke, bounty leather-covered wheel with merged multi-function switches and a Aim Prize electronic shifting prise mounted on the guidance editorial. Coupes characteristic a 3-spoke wheel and console-mounted chemise prise with TouchShift.

Besides stock is a new COMAND scheme featuring a seven-inch colouring presentation covert with a criterion in-dash, six-disc CD / DVD modifier. Victimization a console-mounted restrainer, the key show in the cony can be operated by either the driver or strawman rider. The COMAND scheme can be weaponed with optional GPS seafaring, an iPod/MP3 port, planet wireless and a issue of over-the-counter utile features.

Sport and Luxury Models

The New E-Class saloon is uncommitted in Play and Lavishness passementerie that is intentional to appealingness to a full reach of client tastes. All Lavishness models accompany a comfortableness dangling, spell Athletics models are fitted with a athletics abatement that has stiffer shocks and springs likewise as slimly glower tantalise altitude.

The Appearing bundle for the E-Class coupe includes a turn of features for the sport-minded driver – punctured bracken discs with multi-colored calipers, 18-inch AMG metal wheels, al pedals with prophylactic studs and melanize gearstick paddles. Multicontour seating are besides usable.

Carrying the Mutant construct yet a footmark farther, all Mercedes-Benz E550 coupes accompany sack paddles mounted to the three-spoke athletics wheel and mutation soundbox styling that includes a deeper figurehead air dam, slope skirts and bum proscenium. The Mercedes-Benz E550 besides has banner perforate bracken discs and multicolor calipers.

Three Versatile Engines For The E-Class

The 2010 E-Class business is beingness launched in the U.S. marketplace with trey trenchant models. The Mercedes-Benz E350 sedan and coupe use the up-to-the-minute four-valve-per-cylinder V6 locomotive that produces 268 hp and 258 lb.-ft. of torsion, patch the Mercedes-Benz E550 models are powered by a 32-valve 5.5-liter V8 delivering 382 h.p. and 391 lb.-ft. of torsion. The high-performance E63 AMG sedan is fitted with the low locomotive highly-developed alone by AMG – a 6.3-liter V8 that makes 518 h.p. and 465 lb.-ft. of torsion.

One of the nearly muscular course aspirated output V8s e’er, the locomotive boasts a wealthiness of features derived from AMG’s successful racing efforts. Reinforced nearly altogether from a high-strength silicon-aluminum metal, the 6.3-liter features foursome valves per cylinder, varying valve timing, “pail” following (preferably than cradle blazonry) and a varying inspiration multiply.


The hallmark twin-headlight nerve of the E-Class has been reinterpreted in the new-generation car with a more orthogonal figure remindful of the geometrical shapes in cubistic art. Two parallelogram lights are deep-set into apiece breast cowcatcher, bracketing the 3-dimensional chromium-plate chassis of the movement grill. On apiece incline, the flavor resembles a longsighted orthogonal lense with an angled band of trunk colour separating the lense into two sections.

Beneath the headlights, optional LED day drive lights piddle a striking optic stress. Deep-set in the presence proscenium, the LED lights mannequin an upside-down “L” on apiece face.

The boilersuit trunk bod of the new E-Class features tight lines that limit prominent concave and bulging surfaces. Particularly, a refined pipeline follows apiece behind rack comfortably and shapes the hefty contours of the bottom fenders. Piece the car looks futurist, aficionados mightiness realize styling cues redolent of the noted “Ponton Mercedes” of the Fifties.

Sedan Versus Coupe

Piece thither’s an manifest phratry resemblance ‘tween the new E-Class saloon and coupe, the saloon wears a three-pointed genius on the forepart cowling supra its intimate louvered presence wicket, and the coupe interpretation has an altogether dissimilar anticipate its brass, thanks to a prominent maven allegory in the mall of a sportsmanlike two-lamella grillwork.

Generally, the two-door E-Class coupe boasts a more powerful bod that gives it an gymnastic, more active comportment. With “frameless” doors and no B-pillar, the coupe features an visionary, continuous area that extends from the movement windscreen to the backside windowpane whenever the strawman and bum incline windows are amply lowered.

At the backside, the E-Class coupe sports yearner, more sharp angled LED taillights, also as a mall stoplight merged in the body lid. The saloon has a more traditional feeling, with a 3rd stoplight in the back windowpane.

High-Tech Lighting

The bigger “eye” holds a halogen depression, with a trafficator at the outer adjoin, and the heights shaft is placed in the littler lense. Subsidiary LED number signals are merged in the exterior mirror caparison.

Touchstone fog spark/day sidelight duad is flush-mounted in the figurehead forestage beneath the bumper, and optional LED daylight linear lights mannikin a classifiable touch. The attention-getting day operative lights are more obtrusive than formal low beams and are intentional to end the spirit of the car.

Bi-Xenon Lights See Around Corners

Optional bi-xenon high-intensity gas-discharge headlights are self-leveling, so they’re ever aimed decent, careless of fomite consignment, evening below the pitch of braking or quickening. Joined with the new Adaptative Highbeam Assistance, the bi-xenon lights can supply the uttermost potential elucidation for a disposed berth.

The bi-xenon bundle includes a hard-hitting jet backwash arrangement with two telescoping nozzles on apiece english that cleanse the lenses whenever the windscreen washer is operated.

The bi-xenon lights besides boast active-curve informative engineering, in which the headlights really act slimly (capable 15 degrees) with the wheel to clear apiece upcoming bend. In a foresightful bender, the driver can see roughly 30 yards further with active-curve informative lights.

A cornering igniter is likewise merged into apiece headlamp (no yearner in the fog ignitor). At low speeds whenever the wheel is sour or the blinker switched, the cornering igniter helps to brighten the route.


The midland of the new E-Class is sympathetic in price of both elan and routine. Mercedes-Benz designers strived to control that manakin, colouration and substantial all study unitedly, spell bioengineering engineers highly-developed a layout that is visceral and lucid. Although thither are more features than e’er, controls look simpler and flush easier to use, in parting because many functions can be operated in multiple shipway, i.e. – via a fundamental restrainer, the multi-function wheel or console-mounted buttons.

The saloon’s cockpit features phoebe linear gauges, including two outer pairs that convergence apiece otc. Received equipment includes a agiotage leather-covered wheel with structured multi-function switches and a Calculate Choose electronic sack pry mounted on the guidance tower.

A wholesale solace groups many of the car’s controls for wanton orbit, including sound scheme and clime ascendence, removed sullen behind headrests, optional het seating, index bum sun tint and PARKTRONIC parking help.

A new banner COMAND arrangement features a seven-inch colouring showing screenland with a criterion in-dash six-disc CD / DVD modifier. Victimisation a console-mounted restrainer, the cardinal presentation can be operated by either the driver or movement rider. A Bluetooth port (banner on saloon models and optional on the coupe) allows a headphone silence in a pouch or bag to be operated done the car’s sound organization.

The COMAND organisation can be equipt with optional GPS pilotage, an iPod/MP3 port, Sirius planet wireless, HD radiocommunication, real-time dealings data, Zagat eatery ratings and an forward-looking articulation ascendance organization for the sound, sailing and earphone systems. Constitute in the optional “Agio I” bundle those features are opposite with a 610-watt harmon/kardon sound organisation (450 watts on the E-Class coupe), a six-gigabyte backbreaking effort with Euphony File for euphony files and entree to the Gracenote database.

Multifunction Display

The power-adjustable multifunction wheel provides the driver with big, lit cradle buttons that are a commodious way to mastery many of the car’s systems. Coupled to a multifunction exhibit in the gist of the speedometer, two clusters of six buttons can admittance anything from fomite settings and piloting instructions to a selected tuner place or personal phonebook.

The multi-function switches can align many dissimilar functions such as the actuate odometers and stumble figurer that includes fire cooler compass; sound arrangement (send try, CD raceway, disk skim, attempt, loudness); midland / outside lighter dimming; and Gentle Entering part.

Inside apiece of the canonic menus displayed in the pawn constellate, the driver can ringlet up or consume ‘tween extra menus exploitation the curl buttons on the odd position. These buttons besides supply choices for versatile functions inside apiece organisation.

An optional vox ascendence arrangement operates major piloting, telephony and sound functions. All it takes is a duet of row from the driver to embark a address, dial the telephone mechanically, or sustain the car tuner research for another send or skitter to a new CD rail.

First-Class Seating

New intentional 14-way adjustable ability battlefront seating sport dual-lane fashionable bum cushions that masking sword bottom frames with unified abatement. Traditional Mercedes-Benz pictogram arse controls are handily placed on the threshold panels. Bum positions for capable tercet citizenry can be stored in retentivity (on with wheel and outside mirror emplacement), and these positions are retrieved only by push numbered buttons beside the pictogram controls.

An optional multicontour driver’s bottom (too as rider arse on the coupe) offers imposingly varying bum adjustments done mechanical bolsters and a serial of air bladders that are incorporate into the freighter shock and buns cover. Extra controls for the multicontour seating are tucked betwixt the buns shock and centre soothe.

Heated and Ventilated Seats, Too

In add-on to multicontour and het seating, E-Class coupes and the E550 and E63 AMG sedans crack Participating Ventilated Seating, an selection commencement introduced in the S-Class. Small electric fans inside each of the front seats draw up cool air from the footwell. The air passes through special plastic ducting and permeable fabric to flow evenly from the perforated leather seat upholstery. Seats that have been warmed up by direct sunlight cool down quickly.

Two-Zone Climate Control

The new E-Class sedans and coupes come standard with dual-zone automatic climate control that allows front seat occupants to set their own preferred air temperature. A multifunction sensor monitors humidity and pollutant levels in the ambient air, so if nitrogen oxide and carbon monoxide levels in the air get too high, the climate control system automatically switches over to air recirculation mode.

Two Ways To Let The Sun Shine In

A tilt-slide power glass sunroof is standard on E-Class sedan models, while all coupes come with the Panorama sunroof (an option for sedans) that features twice the glass surface area. With glass from the windshield to the rear window, the Panorama sunroof essentially provides the car with a glass roof.

At the push of a button, the front section of the roof glides backwards, and a mesh screen pops up to act as a wind deflector. Designed to slide along the top of the body, the Panorama sunroof does not restrict occupant headroom. As with the tilting/sliding sunroof, the moving section of the roof can also be tilted upward. The SmartKey remote control will operate either roof. The Panorama roof also features power-operated roller shades to block the sun’s rays.

2010 Mercedes Benz E550

Surround Sound On Wheels

An eight-speaker premium audio system is standard in the new E-Class. The optional harman/kardon Logic 7 digital surround sound system on sedans plays through 14 high-end speakers with a total output of 610 watts while the coupe features 12 speakers with 450 watts. All systems compensate for ambient driving noise. The harman/kardon system uses a digital signal processor to convert every conventional stereo signal from the car radio or CD player into surround sound with seven output channels.

Power Trunk Closer

An electronic trunk closer is optionally available for E-Class sedan models. Pressing a button on the inside of the trunk lid (or on the driver’s door) pulls the lid downward, and a servo locking mechanism then locks the lid completely. As a safety precaution, applying just light force on the lid will stop it from closing.


With the optional KEYLESS-GO system, simply touching one of the door handles or the trunk lid handle unlocks the car, as long as the driver has the key in a pocket or bag. After depressing the brake pedal, the driver starts the car by touching a button on the dash. Antennas located in several locations in the car pick up a signal transmitted from inside the SmartKey.

Easy Parking with PARKTRONIC with Parking Guidance

The optional PARKTRONIC uses sensors in the front and rear bumpers to detect obstacles in front, behind and to the left and right of the car’s corners. To alert the driver about the proximity of obstacles, the system uses audible warnings and bar graph displays – one on the dash for the front and another for the rear, which is visible in the rear-view mirror. PARKTRONIC includes Parking Guidance, a system that can identify right-size parking spaces and provide helpful steering guidance in the instrument cluster.


The 2010 E-Class features a lighter, stronger steel body structure with, in the case of the sedan, use of 72 percent high-strength steel – up from 47 percent for the previous model. In addition, newly developed grades of super high-strength steel are also being used. Several under-floor panels as well as the reinforcements used around the bumpers and springs are made from super high-strength steel with a special dual-phase microstructure that helps it withstand extremely high loads. As a result, the new E-Class sedan provides 31 percent more chassis rigidity as well as crumple zones that offer more collision protection.

The E-Class is one of the few large-scale production vehicles making extensive use of aluminum. Following the principle of “the right material in the right place,” Mercedes engineers use aluminum in areas where it holds the greatest benefits compared to steel, and these components include:

  • Hood
  • Front fenders
  • Front cross member
  • Front bolt-on crash boxes
  • Trunk lid
  • Rear parcel shelf
  • Rear wall behind the rear seat backrest (on models without split folding rear seat)
  • Many body panels are assembled using the “low-stress joining” principle to ensure precision fitting. The flanges around the borders of the steel parts are shaped so that any tolerances are balanced out as soon as the panels are placed together, allowing the bodywork parts to be welded to one another under low-stress conditions. The rear side members, the firewall cross member, the rear wall of the passenger cell and the parcel shelf all employ this sophisticated manufacturing process.

    Zinc-Galvanized for Corrosion Protection

    The entire steel body shell is zinc-galvanized for good long-term corrosion protection. Precise fit of body parts, low-stress joining technology and state-of-the-art spot and laser welding methods used for assembly of the body shell all combine to further enhance corrosion prevention. These assembly techniques totally eliminate the need for MAG (metal active gas) welding seams at panel joints, which used to be particularly susceptible to rusting. Additional cavity preservation and seam sealing are used, and the entire body is immersed in an electrophoric primer bath.

    By lining the entire underbody of the vehicle with Pentalaminat plastic panels – which also enhance aerodynamic performance – Mercedes engineers were able to omit the conventional PVC underbody protection in the new E-Class without compromising long-term corrosion prevention. These panels cover the engine compartment, wheel arches, outer floor panels and rear axle links, effectively protecting the body from stone chippings that could lead to rust. To improve anti-corrosion and reduce weight, the spare tire well is formed from glass-mat reinforced thermoplastic.

    Front Safety Structure

    The E-Class has a front safety structure with a full-width cross member that connects the two firewalls, a design that distributes the force of an offset frontal impact over a broad area to help protect the passenger cell. Some of the crash forces are even directed into the transmission tunnel and the side members.

    The entire nose of the vehicle is now connected to the passenger cell by four steel panels (previously three) at the firewall. A vertical reinforcement further increases the strength of the firewall and restricts movement of the pedal unit toward the passenger compartment in a severe frontal collision. Steel reinforcements around the wheel wells help prevent wheel intrusion into the passenger cell and minimize crash deformation.

    Strong Sidewalls

    The sidewalls of the E-Class are made up of a number of panels that are laser-welded together and then pressed into the desired shape. Steel tube reinforcements in each roof pillar also help to protect the passenger cell in the event of a rollover. High-strength steel blanks are used for the door shells, and each door incorporates two diagonal side-impact beams. High-strength door hinge mounting plates are welded to the inner door shells. The result is a rigid integrated side structure that provides effective protection in the event of a side impact.

    Manufacturing Processes Ensure High Strength

    Mercedes employs several different manufacturing processes to add strength to the body structure without adding excess weight. The main floor assembly consists of three different tailored blanks, which are laser-welded together and then precision fitted. The middle of the three blanks is a sturdy panel forming the transmission tunnel, the strong backbone of the passenger cell.

    A “flexible rolling” technique is used for making the two connecting members – which extend the front side members back into the structure of the floor assembly – to give them the required material thickness and strength. The current E-Class represented the first time the flexible rolling technique has been used in large-scale series production.

    In the flexible rolling process, high-strength steel can be machined at the rolling plant in such a way that a single component can contain varying panel thickness. As an example, the front of the connecting members, where the loads exerted in a collision are greatest, is made thicker (1.15 millimeters) than the rear section (0.88 millimeters), which is not subject to such high loads. Impact energy flows more smoothly through a component made with this process compared to using a number of different, pre-fabricated panel blanks joined together.

    In addition to the two flexibly rolled connecting members, the body structure features a solid cross member running under the front seats, a load-bearing section between the B-pillars and reinforcement paneling in the foot wells. The rear side members use a continuous closed-box section with carefully graduated material thickness, which enables them to absorb high impact forces in a rear-end collision.

    Impact Energy Absorption

    The E-Class body absorbs impacts in three phases. In impacts up to 2.5 mph, the flexible bumper covers deform, but then return to their original shape. An aluminum cross member behind the bumper redirects the forces to the side, also absorbing impact energy.

    Special “crash boxes,” replaceable modules (aluminum in the front and steel in the rear of the car), absorb crash energy at impact speeds of up to 9.3 mph (15 km/h), ensuring that the supporting structures behind remain undamaged. Bolt-on connections make the front and rear crash boxes easier to replace after a low-speed impact, eliminating the need for straightening, welding and repainting. Even the individual components contained within the modules are bolted together.

    At higher impact speeds, reinforced rear side members of the body shell use a continuous closed box section with carefully graduated material thickness to absorb high forces. A plastic fuel tank is located under the back seat where it is protected from any impacts.


    Several innovative safety technologies make their debut in the next-generation E-Class. These new systems form yet another layer in the thick fabric of potentially life-saving Mercedes-Benz safety features. The company that pioneered the SRS concept, the crumple zone, ABS anti-lock brakes, traction control, ESP stability control and PRE-SAFE continues to lead the auto industry in the research and development of new approaches to vehicle safety.


    Making its industry debut in the new E-Class, an innovative “ATTENTION ASSIST” system couples a steering movement sensor with intelligent software that can identify the erratic steering corrections drivers make as they begin to get drowsy. When the standard-equipment system senses drowsiness, a warning message appears in the instrument cluster, and the driver is also alerted by a display that says, “Time for a rest?”

    The software receives signals from the steering sensor and monitors 70 different parameters that help calculate a driver’s level of fatigue and drowsiness. Several years of research and testing have shown that drowsy drivers begin to make minor steering errors that are corrected in identifiable ways. Sophisticated enough to disregard sporty driving involving high cornering speeds and lane changes, the system works between 50 and 100 mph. Elegant in its simplicity, ATTENTION ASSIST essentially adds intelligent computer software to existing sensors.

    Blind Spot Assist and Lane Keeping Assist

    Optional on the sedan, a Driver Assistance package includes Lane Keeping Assist which alerts the driver by simulating rumble strip vibration in the steering wheel if the car drifts from its lane unintentionally. Images from a small camera are analyzed by a computer that identifies and monitors traffic lanes.

    The Driver Assistance package also includes Blind Spot Assist, which uses two radar sensors in the sides of the rear bumper to monitor the blind spot area. When a vehicle enters the blind spot, a red triangle appears in the respective outside mirror. If the driver actuates the turn signal with a vehicle in the blind spot, a warning tone also sounds.

    Adaptive Highbeam Assist

    An optional adaptive high beam system uses a small windshield-mounted camera to control high-low beam operation automatically. The camera senses headlights from oncoming vehicles as well as the taillights of those ahead. Whenever it senses traffic, the system lowers the headlights, providing a soft transition from high to low beam and, when the way is clear, back to high beam.

    Night View Assist PLUS

    Night View Assist debuted on the S-Class and is an available option on the 2010 E-Class sedan. An active night-vision system, Night View Assist can extend the driver’s ability to see ahead to nearly 500 feet without potentially distracting high beams. In contrast to competitors’ passive systems that rely on thermal imaging, this innovative active system bathes the road ahead with infra-red light – invisible to the human eye – from two infra-red projector beams mounted in the headlight assemblies.

    An infra-red camera discreetly mounted in the windshield receives the reflected images and displays them on the high-resolution display in the COMAND screen, which appears similar to a highly detailed black-and-white video image.

    2010 Mercedes Benz E550

    Night View Assist has been improved to create Night View Assist PLUS, which is now available as an option in the new E-Class Sedan. This new system features a special pedestrian detection function – as soon as Night View Assist PLUS detects pedestrians ahead of the car, they are highlighted in the onboard display, thus significantly improving the warning effect.

    PRE-SAFE® – Now with Automatic Emergency Braking

    Standard equipment for the new E-Class includes PRE-SAFE®, a revolutionary system that made its industry debut in 2002 on the S-Class. When it’s networked with the optional DISTRONIC PLUS system, PRE-SAFE now also comes with the ability to initiate partial braking automatically in certain situations as well as full-power emergency braking.

    Mercedes-Benz safety engineers felt that cars could be equipped to take preventive action in the valuable seconds before the actual impact when sensing an imminent crash. As a result, they designed the innovative PRE-SAFE system to tension the seatbelts if the car senses an impending collision (through the sensors for ESC stability control that are networked with PRE-SAFE). In addition, if the front passenger seat is overly reclined or forward, and if the seat cushion angle is too shallow, PRE-SAFE moves it to a more favorable crash position. Finally, if the vehicle skids (sometimes a precursor to rollover), the system automatically closes the sunroof. Side windows also close to provide better support for the window curtain air bags and to prevent occupants’ heads or arms from swinging outside the vehicle.

    The system uses electric tensioners in addition to the existing pyrotechnic belt tensioners that deploy in some crashes. If a crash is averted, the electric belt tensioners unwind and are ready.

    Double-Link Strut Suspension in Front

    The new-generation E-Class sedan and coupe make use of a strut-type front suspension that combines two lower links with a coil spring strut, along with twin-tube gas shocks and a stabilizer bar. Rather than a single “A” arm like conventional struts, two separate lower links help provide better impact absorption in the case of a frontal impact. Their low mass also contributes to more precisely tuned wheel control and damping. In addition, sensitivity to wheel imbalance or brake fluctuations is minimized. While the forward links are forged aluminum, the links behind them are made of forged steel.

    The top of the struts are connected to the body by triple-path head bearings, in which spring forces are transmitted directly to the body, but damping forces (via the shock absorber piston rod) go through a rubber bushing that turns with the bearing during steering. The third path involves forces exceeding suspension travel, which are directed through a buffer stop directly to the body.

    The front suspension links are mounted to a sub-frame of high-strength steel that also carries the engine and transmission as well as the aluminum rack-and-pinion steering unit, which is mounted in front of the wheel center.

    Multi-Link Rear Suspension

    The proven, Mercedes-patented five-link rear suspension design has been refined for its application in the new E-Class. Built up from variable-thickness sheet steel, a lightweight subframe carries the suspension links and the rear final drive gears. The links, wheel carriers and struts have all been revised. While four of the rear suspension links are steel, one link that’s not subjected to bending (only stretching and compression) is made of forged aluminum.


    Standard on Mercedes-Benz E350 sedan and coupe models, AGILITY CONTROL provides the best of both worlds for a conventional coil-spring suspension. A small piston is connected to a bypass port in the hydraulic flow of each shock absorber. Its design provides a softer, quieter ride on normal roads but retains full shock damping over dips and twisty roads when it’s really needed.

    The suspension on the Mercedes-Benz E350 coupe can be upgraded to the AGILITY CONTROL Sport Suspension with stiffer damping. The Mercedes-Benz E550 Coupe is equipped with the Dynamic Handling suspension which includes electronically-adjustable shock absorbers as well as modified throttle response.

    AIRMATIC: Computer-Controlled Air Suspension (V8 sedans only)

    Standard on the Mercedes-Benz E550 sedan and E63 AMG sedan, AIRMATIC air suspension uses compressed air in special rubber bellows instead of conventional coil springs to provide simultaneous computer-controlled springing and damping. When the vehicle is in motion, an electrically powered compressor charges the struts with compressed air via fast-acting solenoid valves. The solenoid valves regulate air volume and hence air pressure and the springing rate. A charge valve combines a central pressure sensor and the connectors for the pneumatic lines, which are made from polyamide plastic. At low speed or at a standstill, the system draws on pressure from the accumulator (central reservoir) with a charging pressure of 227 psi (16 bar) to ensure rapid and noise-free ride height control.

    Comfort and Sport Suspension In One

    The AIRMATIC system offers a sports suspension and comfort suspension in one. The system’s adaptability solves the usual suspension tuning conflict between comfort and high dynamic handling by adjusting the springing and damping rates in response to driving input and road conditions. Under normal driving conditions, the entire air volume remains active to provide optimal comfort – as with soft-rate conventional springs. When cornering at speed, however, AIRMATIC briefly releases a portion of the air volume, resulting in a “harder” spring rate to reduce pitch and roll. The air reservoirs are integrated into the spring struts in front and remotely mounted on the subframe in the rear.

    The suspension computer considers input from two body level sensors on the front suspension and a third on the rear suspension. In addition, the AIRMATIC control unit receives signals from three acceleration sensors on the body and a steering angle sensor, and uses these to determine the required shock absorber force and spring rate.

    Solenoid valves on the shock absorbers provide four levels of damping, determined by the computer in response to sensor input. The valves can switch damping rates in less than 0.05-second. The four damping levels include:

  • Stage 1: Soft compression and rebound stage during steady-state driving
  • Stage 2: Soft rebound setting and, at the same time, hard compression damping
  • Stage 3: Soft compression / hard rebound damping
  • Stage 4: Hard rebound and compression for maximum damping stiffness during cornering
  • The E-Class uses stage 1 where there are small body movements, such as in steady-state driving. If the speed of movement on the part of the body exceeds a certain level, the system switches back and forth between the second and third damping stages to compensate for body pitch and roll.

    Driver-Selectable Shock Absorber Damping

    In addition, the driver can select from two suspension damping settings, from maximum comfort to sporty. The system switches thresholds between the four stages and the spring rate. When the driver selects the sport program, the harder springing and damping stages are activated earlier than in the comfort program. In addition, the body lowers by 0.6-inch. Damping and springing remain constantly “hard.”

    Automatic level control maintains the same spring travel regardless of vehicle load. For traveling over rough roads, the driver can raise the body by one inch at the touch of a button. The car automatically returns to normal ride height if speed briefly exceeds about 75 mph, or if the vehicle sustains 50 mph or higher for more than five minutes.


    All E-Class models come with four-wheel vented disc brakes and a tandem vacuum brake booster. Mercedes-Benz E350 models use single-piston floating calipers up front, while the Mercedes-Benz E550 employs four-piston fixed calipers. To provide braking power commensurate with its high performance, the new E63 AMG has perforated, vented discs with six-piston calipers in front and four-piston ones at the rear.

    Wheel and Tires

    The Mercedes-Benz E350 and E550 Luxury sedans come with 17-inch wheels shod with 245 / 45 all-season tires, while Sport sedan models the E63 AMG sedan come with 18-inch wheels and staggered-width tires – 245 / 40 in front and 265 / 35 at the rear. Mercedes-Benz E350 coupes come standard with 17-inch wheels with staggered-width 235/45 tires at the front and 255/40 tires at the rear. Mercedes-Benz E350 coupes with the optional Appearance Package and E550 coupes come with 18-inch wheels and staggered-width 235/40 tires up front and 255/35 tires at the rear.

    Tire Pressure Monitoring

    All tires slowly lose some air through the rubber, and, as a result, maintaining correct tire pressure is easy to overlook. At the least, low tire pressure degrades handling and causes more rapid tire wear, but it can also lead to a tire blowout that can trigger a collision or rollover.

    On the new E-Class line, sensors mounted inside each tire (on the inner wheel) transmit radio signals about tire pressure, temperature, direction of rotation and an ID number (to identify each wheel) to a control unit over the rear axle. If there’s significant pressure loss, a “Check Tires” warning message appears in the central display, and if there’s a rapid pressure loss, a “Caution Tire Failure” warning appears. The warning disappears automatically when correct tire pressure is restored. The system also provides displays individual tire pressures.

    New Systems Help Maximize Fuel Economy

    A number of refinements help provide the new E-Class with outstanding fuel economy:

  • The power steering pump in the new E-Class has a special bypass valve that supplies hydraulic pressure to the steering only during turns. This means the steering pump draws almost no engine power when the car is driving straight ahead.
  • Whenever the battery is at least 80 percent charged, the engine does not turn the alternator. Under these conditions, the alternator only recharges the battery when the car is decelerating or braking.
  • The electric fuel pump for the fuel injection system now operates on a variable on-demand basis, so the load on the alternator is reduced.
  • The final drive gears have also been modified, so that the gears operate with less friction and, as a result, require less energy from the engine.
  • From an ecological standpoint, an impressive 85 percent of the materials in the new E-Class are recyclable. Additionally, Mercedes-Benz is the only automotive brand in the world to be granted an ISO 14062 environmental certificate, which is based on a comprehensive evaluation of environmental compatibility – from manufacturing and on-road use to eventual recycling.

    High-Torque V6

    The Mercedes-Benz E350 sedan and coupe are powered by a 3.5-liter all-aluminum V6 that produces 268 horsepower and 258 pound-feet of torque, with maximum torque available from 2,400 rpm all the way up to 5,000 rpm. And, from only 1500 rpm, the V6 engine develops 87 percent of its maximum torque.

    DOHC Layout For Variable Intake and Exhaust Valve Timing

    Variable intake and exhaust valve timing requires separate camshafts for the intake and exhaust valves. While variable valve timing gets a lot of credit for the engine’s unusually broad torque curve, a two-stage intake manifold and intake tumble flaps play a key role as well.

    Tumble Flaps Improve Fuel Efficiency

    One of the most powerful engines for its size, the 3.5-liter V6 is equipped with innovative tumble flaps in the intake passages near the combustion chamber. The tumble flaps pivot open under part load, improving combustion by creating additional turbulence around the intake valve and in the combustion chamber. During higher engine loads such as full throttle, the tumble flaps are completely recessed in the wall of the intake manifold.

    Better combustion helps improve engine torque, but the primary purpose of the tumble flaps is to further increase fuel economy, and tests show that the tumble flaps indeed boost fuel mileage by about two percent.

    From Start to Finish

    First, a forged crankshaft with four main bearings is placed into an all-aluminum engine block that features wide main-bearing saddles and transverse bearing supports that minimize vibration. To compensate for the inherent imbalance and vibration of a 90-degree V6 engine, a balance shaft is then installed in the block between the two cylinder banks, about where the camshaft is located on a pushrod-type V6 or V8 engine. The balance shaft is driven from the crankshaft by a long double chain that loops around one camshaft in each cylinder head and engages the underside of the balance shaft sprocket. This means the balance shaft counter-rotates at crankshaft speed, and its balancing “lobes” cancel out the inherent vibration of the 90-degree V6.

    Iron-coated aluminum pistons are pinned onto forged steel connecting rods that are about 20 percent lighter than other comparable engines. The pistons slide into the cylinders, and the connecting rods are clamped around the crankshaft journals. When the aluminum-silicon engine block is pressure-cast, its cylinder bores are etched to expose a surface of almost pure silicon – a long-life, low-friction running surface for the piston rings. In addition, the block is nearly seven pounds lighter than if it was fitted with conventional cylinder sleeves.

    The cylinder heads are bolted onto the block, and twin camshafts are installed in each cylinder head. The intake camshafts are driven by a double chain, and small helical gears on the intake cams in turn drive the exhaust camshafts.

    Five Mufflers and Three Catalysts

    2010 Mercedes Benz E550

    All new E-Class models come with a dual exhaust system that begins with a catalytic converter and front muffler on each side. Both exhaust pipes then flow into a center muffler and catalyst before separating into two rear mufflers. This design provides relatively low back pressure for good power and fuel economy, excellent noise muffling for quiet engine operation and exemplary exhaust gas cleaning for low exhaust emissions. The E-Class coupe features a more sporty exhaust note.


    Known inside the company as the M273, the 5.5-liter V8 in the Mercedes-Benz E550 sedan and coupe produces 382 horsepower and 391 pound-feet of torque, with maximum torque available from 2,800 rpm all the way up to 4,800 rpm. Characterized by double overhead camshafts in each cylinder bank and variable valve timing for both the intake and exhaust valves, the V8 engine makes use of the latest advances in lightweight design, with an aluminum block and cylinder heads as well as low-friction silicon-aluminum cylinder liners. This engine also features intake “tumble flaps” for even better fuel economy and a two-stage intake manifold that helps broaden the power curve.

    In the 1990s, Mercedes-Benz pioneered advanced engine technologies that featured three valves per cylinder, in which a single exhaust valve kept exhaust temperature high and emissions low. In the ensuing years, Mercedes engineers have developed new ways to minimize emissions, allowing them to utilize higher-flow four-valve architecture for the new engine family.

    In addition to internal exhaust gas recirculation and secondary air injection, the new engine uses two close-coupled catalysts with linear oxygen sensors to ensure low exhaust emissions.

    Variable Intake and Exhaust Valve Timing

    2010 Mercedes Benz E550

    Valve timing on the V8 is automatically adjusted within a range of 40 degrees using electro-hydraulic vane-type adjusters on the end of each camshaft. At part throttle, the valve timing adjuster keeps the exhaust valves open as the intake valves are opening, using this valve overlap for internal exhaust gas recirculation, reducing exhaust emissions and improving fuel economy. However, approaching full throttle, the camshaft adjustment optimizes valve timing for maximum power.

    To minimize disturbing air flow through the ports, valve stems are only six millimeters or about 1/4 inch in diameter (most valves have 7 or 8 mm stems), and the valves are angled at 28.5 degrees to optimize the combustion chamber shape.

    Tumble Flaps Improve Fuel Efficiency

    The V8 engine is equipped with tumble flaps in the intake passages near the combustion chamber. The tumble flaps pivot open under part load, improving combustion by creating additional turbulence around the intake valve and in the combustion chamber. During higher engine loads such as full throttle, the tumble flaps are completely recessed in the wall of the intake manifold.

    Better combustion helps improve engine torque, but the primary purpose of the tumble flaps is to further increase fuel economy, and tests show that the tumble flaps boost gas mileage by about two percent.

    Two-Stage Intake Manifold Fattens the Torque Curve

    While variable valve timing gets a lot of credit for the engine’s unusually broad torque curve, a two-stage magnesium intake manifold plays a key role as well. At relatively low engine speeds, a set of flaps in the manifold close off short intake passages, forcing intake air to take a much longer route into the engine. This creates pressure waves that help the intake process and improve torque at lower engine speeds. Above about 3,500 rpm, the flaps open and intake air flows the shortest distance to the combustion chambers, helping to make more horsepower, especially at higher speeds.

    Assembling the New V8

    First, a forged crankshaft with five main bearings is placed into an all-aluminum engine block that features wide main-bearing saddles and transverse bearing supports to minimize vibration.

    The engine block is cast around Silitek cylinder liners that provide a long-life, low-friction silicon-aluminum running surface for the piston rings. In addition, the block is nearly seven pounds lighter than if it was fitted with conventional cylinder sleeves. Aluminum pistons are pinned onto forged steel connecting rods that are 20 percent lighter than comparable engines. The pistons slide into the cylinders, and the connecting rods are clamped around the crankshaft journals.

    The two cylinder heads are bolted onto the block, and twin camshafts are installed in each head. The intake cams are driven by a double chain from the crankshaft, and small gears on both cams in turn drive the exhaust cams.

    Double-wall exhaust piping is used to keep the exhaust air as hot as possible leading down to twin catalytic converters. With the help of secondary air injection, the catalysts promote additional downstream conversion of pollutants into carbon dioxide and water vapor, and two oxygen sensors for each catalyst monitor and help manage the entire process.

    2010 Mercedes Benz E550


    All 2010-model E-Class sedans and coupes are equipped with the Mercedes-Benz seven-speed automatic transmission. When compared to other transmission designs, the seven-speed makes the vehicle faster and more economical while providing smooth, barely noticeable gearshifts. Seven gear ratios provide a wider spread of ratios between first gear and top gear and, at the same time, allow smaller increases in engine speed as the vehicle accelerates through the gears. This gives the electronic control unit more flexibility to maximize fuel economy and make the transmission’s reaction time faster.

    Skip a Gear When You Need To

    Unlike most transmissions, the seven-speed transmission will skip up to three gear ratios if necessary when it downshifts, shifting directly from seventh to fifth, for example, or even sixth to second. This helps the transmission choose the best gear for quick acceleration and ensure smooth, almost imperceptible shifts in the process.

    Lock It Up for Better Fuel Mileage

    The Mercedes-Benz seven-speed uses a refined, proven hydrodynamic torque converter with a special lock-up clutch inside the converter for maximum fuel efficiency. The clutch eliminates the usual torque converter “slippage,” providing the direct connection and fuel efficiency of a manual transmission when the clutch is engaged. In the seven-speed, the clutch engages in all seven gears. (To put that into perspective, many cars lock the converter only in top gear.) The Mercedes-Benz lock-up clutch is submerged in oil and uses special long-life friction materials.

    Direct Select

    The Mercedes-Benz E350 and E550 sedans now come with a small stalk on the right side of the steering column that serves as the gear selector, freeing up valuable real estate on the center console between the seats. The column-mounted “Direct Select” lever electronically controls the seven-speed automatic – just lift the stalk up for reverse, push down for drive, and push a button on the end for park. Once underway, pushing one of the paddles on the “back” of the steering wheel provides manual gear changes.

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