LaArtist
Wunderkind of Wheels
TANKA friend in Florida was hit head-on by a drunk driver. Thankfully he was unharmed, as he was driving an extremely well-built automobile. His replacement will be another S-Class
S-Class W222 [Official] Mercedes-Benz S-Class (W222)
- Thread starter omoderncultureo
- Start date
The Mercedes-Benz W222 is the sixth generation of the Mercedes Benz S-Class produced from 2013 to 2020, serving as the successor to the W221 S-Class and predecessor to the W223 S-Class. The W222 has a similar design theme to the C-Class (W205) and E-Class (W213).
klier
Premium
K-A vision, NICE!!!!
hoffmeister_fan
Kraftwagen König
that's really impressive.
WAND
Oversteer Expert
I saw W222 in this designo Mocha black color in person, long version with AMG styling, it's stunning.
Very rare color, it looks like black from distance, but on the sun light and closer view, it shines like shell, with brown tone. Looks like black-dark brown pearl, fabolous.
Very rare color, it looks like black from distance, but on the sun light and closer view, it shines like shell, with brown tone. Looks like black-dark brown pearl, fabolous.
A friend in Florida was hit head-on by a drunk driver. Thankfully he was unharmed, as he was driving an extremely well-built automobile. His replacement will be another S-Class
Glad to know that your friend is OK. Just wondering, what car was the irresponsible drunkard driving?
That is incredibly heavy, do you have any more technical info on it, eg thickness?
Giannis
Staff member
Sadly no. The info comes from a very good friend of mine who works in one of MB's spare parts warehouses and his shift was transferred into another facility for a few days. The other facility was the one that made doors, fenders and hoods for the S-Class. The specs were 32 kg for the door, but he didn't remember the numbers for the fenders and hood - both made of aluminium.
HUTSUTAo
High-Rev Hero
I have the impression that the w221 door is way heavier than then w222. Not sure if it is actually heavier in realitySadly no. The info comes from a very good friend of mine who works in one of MB's spare parts warehouses and his shift was transferred into another facility for a few days. The other facility was the one that made doors, fenders and hoods for the S-Class. The specs were 32 kg for the door, but he didn't remember the numbers for the fenders and hood - both made of aluminium.
http://european-aluminium.eu/media/1543/1_aam_body-structures.pdf
Interesting info regards the body shell materials design of the S-class.
Aluminium hybrid bodyshell of the Mercedes-Benz S class (W222)
Mercedes-Benz describes the body of the 2013 S class model (W222) as a third-generation aluminium hybrid bodyshell. The body consists of 50% aluminium in combination with high- and ultra-high strength steels. A lightweight design concept by material and geometrical optimisation coupled with a highly complex joining technology (specifically the application of additional mechanical joining technologies) allows the new S class model to further raise the bar in the demanding luxury saloon segment – without adding weight. The lightweight index, the torsional stiffness in relation to weight and vehicle size, has been improved by 50% compared to the predecessor model. A further design goal was a better NVH performance than the already very good preceding model.
The entire outer skin of the S class model, including the roof and the front section of the body, consists of aluminium. In the case of detachable body parts such as the wings, bonnet and boot lid, the use of aluminium adopted for the previous model series was continued. A new development is, however, the lightweight aluminium front section which also greatly enhances crash and NVH performance. Cast aluminium and extruded aluminium sections are used in addition to sheet aluminium. Die-cast aluminium was chosen for the shock absorber strut bracket because of its good integration properties. In this way, it was possible to connect the front module without additional holders. In order to improve the safety system as a whole, a cross-functional load path was conceived. Additional support is provided by the aluminium struts running in X-direction from the shock absorber strut bracket to the cowl. Supplemented by a multi-piece framework, these struts also help to suppress the Y-movement of the side members. This design allowed the incorporation of a new load path into the limited package installation space in the front section. The forces are applied to the bodyshell structure in the three-piece cowl, which has been configured as a cast aluminium component in the centre section. The casting allows a functionally perfect connection with distinct advantages in terms of weight and installation space. The firewall area is a sheet steel design which also allowed the integration of the complex hybrid joint between the aluminium front section and the steel cell.
In addition to the front section, the integral carriers are also made of aluminium. As well as acting as a component carrier for numerous components (i.e. the complete cooling module in addition to the engine, steering, torsion bar and front axle), the integral carrier is a central component of the front-end structure when it comes to performing crash and NVH functions. The integral carrier's side members also form the third crash load path in the front section. In order to meet these multiple requirements, a complex aluminium mix comprising die castings/permanent mould castings, extruded sections and sheet metal parts was also required here.
The side members have been designed as combined aluminium extruded sections/castings to optimise crash performance, rigidity and component integration. The protrusions of the extruded aluminium sections of the side members required for package reasons have been designed to also have a positive effect on folding behaviour in the event of a crash. The side members are connected to the steel passenger cell by means of cast aluminium components that allow a very rigid connection and integration of the integral carrier connection.
The aluminium roof is another key area for lightweight design as reducing weight here has a positive effect on the vehicle's centre of gravity and on NVH characteristics. A major challenge here was integrating the roof into a steel structure. This was achieved by implementing an efficient and simple assembly solution in the bodyshop, which involves the roof being fixed to the bodyshell structure using shackles with defined spacing for the purpose of production in the factory.
The safety passenger cell is made using an extremely high percentage of high-strength steel, including roll-formed boron steel in critical load path areas. The rear panel and cockpit cross- member are designed as hybrid metal/plastic constructions.In addition to this, structural
foams sections are used in the A/B/C-pillars to increase bodyshell rigidity and ensure high NVH performance.
In order to reduce the loads exerted on a pedestrian if their head hits the bonnet of the vehicle, the deformation space between the bonnet and the components beneath it has been optimised. This was achieved in part by appropriate positioning of components such as control units or fluid reservoirs in the engine compartment. Furthermore, the S class model features an active aluminium bonnet with a homogenously reinforced inside face. In the event of a collision with a pedestrian, sophisticated sensors combined with intelligent algorithms trigger pyrotechnic actuators in the area of the bonnet hinges which raise the bonnet by around 80 mm.
Interesting info regards the body shell materials design of the S-class.
Aluminium hybrid bodyshell of the Mercedes-Benz S class (W222)
Mercedes-Benz describes the body of the 2013 S class model (W222) as a third-generation aluminium hybrid bodyshell. The body consists of 50% aluminium in combination with high- and ultra-high strength steels. A lightweight design concept by material and geometrical optimisation coupled with a highly complex joining technology (specifically the application of additional mechanical joining technologies) allows the new S class model to further raise the bar in the demanding luxury saloon segment – without adding weight. The lightweight index, the torsional stiffness in relation to weight and vehicle size, has been improved by 50% compared to the predecessor model. A further design goal was a better NVH performance than the already very good preceding model.
The entire outer skin of the S class model, including the roof and the front section of the body, consists of aluminium. In the case of detachable body parts such as the wings, bonnet and boot lid, the use of aluminium adopted for the previous model series was continued. A new development is, however, the lightweight aluminium front section which also greatly enhances crash and NVH performance. Cast aluminium and extruded aluminium sections are used in addition to sheet aluminium. Die-cast aluminium was chosen for the shock absorber strut bracket because of its good integration properties. In this way, it was possible to connect the front module without additional holders. In order to improve the safety system as a whole, a cross-functional load path was conceived. Additional support is provided by the aluminium struts running in X-direction from the shock absorber strut bracket to the cowl. Supplemented by a multi-piece framework, these struts also help to suppress the Y-movement of the side members. This design allowed the incorporation of a new load path into the limited package installation space in the front section. The forces are applied to the bodyshell structure in the three-piece cowl, which has been configured as a cast aluminium component in the centre section. The casting allows a functionally perfect connection with distinct advantages in terms of weight and installation space. The firewall area is a sheet steel design which also allowed the integration of the complex hybrid joint between the aluminium front section and the steel cell.
In addition to the front section, the integral carriers are also made of aluminium. As well as acting as a component carrier for numerous components (i.e. the complete cooling module in addition to the engine, steering, torsion bar and front axle), the integral carrier is a central component of the front-end structure when it comes to performing crash and NVH functions. The integral carrier's side members also form the third crash load path in the front section. In order to meet these multiple requirements, a complex aluminium mix comprising die castings/permanent mould castings, extruded sections and sheet metal parts was also required here.
The side members have been designed as combined aluminium extruded sections/castings to optimise crash performance, rigidity and component integration. The protrusions of the extruded aluminium sections of the side members required for package reasons have been designed to also have a positive effect on folding behaviour in the event of a crash. The side members are connected to the steel passenger cell by means of cast aluminium components that allow a very rigid connection and integration of the integral carrier connection.
The aluminium roof is another key area for lightweight design as reducing weight here has a positive effect on the vehicle's centre of gravity and on NVH characteristics. A major challenge here was integrating the roof into a steel structure. This was achieved by implementing an efficient and simple assembly solution in the bodyshop, which involves the roof being fixed to the bodyshell structure using shackles with defined spacing for the purpose of production in the factory.
The safety passenger cell is made using an extremely high percentage of high-strength steel, including roll-formed boron steel in critical load path areas. The rear panel and cockpit cross- member are designed as hybrid metal/plastic constructions.In addition to this, structural
foams sections are used in the A/B/C-pillars to increase bodyshell rigidity and ensure high NVH performance.
In order to reduce the loads exerted on a pedestrian if their head hits the bonnet of the vehicle, the deformation space between the bonnet and the components beneath it has been optimised. This was achieved in part by appropriate positioning of components such as control units or fluid reservoirs in the engine compartment. Furthermore, the S class model features an active aluminium bonnet with a homogenously reinforced inside face. In the event of a collision with a pedestrian, sophisticated sensors combined with intelligent algorithms trigger pyrotechnic actuators in the area of the bonnet hinges which raise the bonnet by around 80 mm.
2018 Mercedes S-Class facelift confirmed for April debut
As always, it will be a technological tour de force.
The wait is almost over as Mercedes will roll out the mid-cycle refresh for its flagship model in April. Auto Express had the opportunity to ride shotgun in a prototype of the stretched Maybach version and learned from the company with the three-pointed star logo the full reveal is scheduled for “within the next month.” As one would expect from a range topper, the S-Class facelift is going to be the most technologically advanced model from Mercedes’ extensive lineup.
The safety and assistance systems that debuted in the E-Class are going to carry over onto the fullsize sedan and will actually be expanded to include new functionality. In-depth details are not available at this point, but we do know the S-Class facelift “will be able to support its driver considerably better than all the systems which have been available to date.” The reveal was made by the company’s Head of Automated Driving and Active Safety, Dr Michael Hafner, who went on to mention there are legislative hurdles regarding autonomous driving that must be solved.
A somewhat similar statement was made earlier this week by Audi chairman Rupert Stadler when talking about the S-Class’ archrival, the new A8: “as soon as legislation is passed in our core markets allowing highly automated driving on the highway, and when that is legally safe, we will offer the new key technology in the A8.”
Beyond autonomous tech, the S-Class facelift will also come with a mild exterior refresh bringing modified bumpers and some discreet changes to the headlights and taillights. Some subtle modifications inside the lavish cabin are also expected.
More important are going to be the novelties underneath the hood, with Mercedes already revealing a newly developed inline-six “M 256” gasoline engine boasting a 48 V electrical system, an electric auxiliary compressor, and an integrated starter-alternator (ISG). It’s set to offer the performances of an eight-cylinder engine while being considerably more frugal. It will pack more than 408 horsepower (300 kilowatts) and 369 pound-feet (500 Newton-meters) of torque while CO2 emissions are going to be reduced by approximately 15 percent over the previous V6.
n inline-six “OM 656” turbodiesel engine will also be inaugurated with the S-Class facelift. Billed as being the “most powerful passenger-car diesel engine in the history of Mercedes-Benz,” the new unit will have two-stage exhaust turbocharging and variable valve timing. Output will stand at more than 313 hp (230 kW), which will represent a significant bump over the previous “OM 642” unit (258 hp / 190 kW) and at the same time a decrease in fuel consumption in excess of seven percent.
Besides these two inline-six engines, the 2018 S-Class will also gain a new biturbo 4.0-liter V8 gasoline motor dubbed “M 176.” It’s going to churn more than 476 hp (350 kW) and will generate its peak torque of 516 lb-ft (700 Nm) from 2,000 rpm. Aside from being more powerful than its predecessor (455 hp / 335 kW), the new engine will also consume more than 10 percent less fuel thanks to the implementation of cylinder deactivation technology. When the engine’s full power will not be necessary, four of the cylinders are going to be automatically turned off to save precious fuel.
Both new “M 256” and “M 176” gasoline engines are going to have particulate filters to reduce the emissions of fine soot particles. Further down the line, other gasoline units powering facelifted or new models are going to receive the particulate filter as well, including the “M 264” engine.
With the full debut slated for April, expect Mercedes to release a series of teasers in the following weeks to generate more buzz around its updated crown jewel.
http://www.motor1.com/news/139607/mercedes-s-class-facelift-april-debut/
As always, it will be a technological tour de force.
The wait is almost over as Mercedes will roll out the mid-cycle refresh for its flagship model in April. Auto Express had the opportunity to ride shotgun in a prototype of the stretched Maybach version and learned from the company with the three-pointed star logo the full reveal is scheduled for “within the next month.” As one would expect from a range topper, the S-Class facelift is going to be the most technologically advanced model from Mercedes’ extensive lineup.
The safety and assistance systems that debuted in the E-Class are going to carry over onto the fullsize sedan and will actually be expanded to include new functionality. In-depth details are not available at this point, but we do know the S-Class facelift “will be able to support its driver considerably better than all the systems which have been available to date.” The reveal was made by the company’s Head of Automated Driving and Active Safety, Dr Michael Hafner, who went on to mention there are legislative hurdles regarding autonomous driving that must be solved.
A somewhat similar statement was made earlier this week by Audi chairman Rupert Stadler when talking about the S-Class’ archrival, the new A8: “as soon as legislation is passed in our core markets allowing highly automated driving on the highway, and when that is legally safe, we will offer the new key technology in the A8.”
Beyond autonomous tech, the S-Class facelift will also come with a mild exterior refresh bringing modified bumpers and some discreet changes to the headlights and taillights. Some subtle modifications inside the lavish cabin are also expected.
More important are going to be the novelties underneath the hood, with Mercedes already revealing a newly developed inline-six “M 256” gasoline engine boasting a 48 V electrical system, an electric auxiliary compressor, and an integrated starter-alternator (ISG). It’s set to offer the performances of an eight-cylinder engine while being considerably more frugal. It will pack more than 408 horsepower (300 kilowatts) and 369 pound-feet (500 Newton-meters) of torque while CO2 emissions are going to be reduced by approximately 15 percent over the previous V6.
n inline-six “OM 656” turbodiesel engine will also be inaugurated with the S-Class facelift. Billed as being the “most powerful passenger-car diesel engine in the history of Mercedes-Benz,” the new unit will have two-stage exhaust turbocharging and variable valve timing. Output will stand at more than 313 hp (230 kW), which will represent a significant bump over the previous “OM 642” unit (258 hp / 190 kW) and at the same time a decrease in fuel consumption in excess of seven percent.
Besides these two inline-six engines, the 2018 S-Class will also gain a new biturbo 4.0-liter V8 gasoline motor dubbed “M 176.” It’s going to churn more than 476 hp (350 kW) and will generate its peak torque of 516 lb-ft (700 Nm) from 2,000 rpm. Aside from being more powerful than its predecessor (455 hp / 335 kW), the new engine will also consume more than 10 percent less fuel thanks to the implementation of cylinder deactivation technology. When the engine’s full power will not be necessary, four of the cylinders are going to be automatically turned off to save precious fuel.
Both new “M 256” and “M 176” gasoline engines are going to have particulate filters to reduce the emissions of fine soot particles. Further down the line, other gasoline units powering facelifted or new models are going to receive the particulate filter as well, including the “M 264” engine.
With the full debut slated for April, expect Mercedes to release a series of teasers in the following weeks to generate more buzz around its updated crown jewel.
http://www.motor1.com/news/139607/mercedes-s-class-facelift-april-debut/
Mr. Mercedes
Premium
Going to be really interesting to see the tech battle between the FL S and the new A8, released within months of each other.
Has anyone read through the details of the new LS? I couldn't be bothered. Any novel technology for the Germans to be looking at?
Has anyone read through the details of the new LS? I couldn't be bothered. Any novel technology for the Germans to be looking at?
sako97
Autotechnik Ace
From what I've gotten from the press release - they developed an all-new car and decided carry over the circa-2012 Enform infotainment, which was arguably the worst part of the last LS (and the lineup).
Ride quality has been improved via a new air suspension/adaptive ride and db levels have been reduced. Both sound promising as the last LS was second in both categories to the S-Class.
I see the LS in person in the next week, so I hope the exterior design is more tolerable in the flesh. Same for the interior.
I saw the new LC on the road today, and my initial thought was that it's a better looking i8 with a real engine (same price point). It's not beautiful in the traditional sense, imo, but it's captivating.
GermanCarFan
Einsteiger Fahrer
The S class is still above everything else in its segment in my opinion, I saw this beauty yesterday and was just blown away by the Designo trim. It's just so amazing, the 7 series and the A8 can hide. This car also had the most people at the show waiting to sit in it and drool over the insane beauty and comfort.
Mick Briesgau
Tire Trailblazer
^ emerald green looks good on him (or is it the green light?). By the way, it's the "normal" Exclusive package inside, not a specific Designo trim.
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Mercedes-Benz
Mercedes-Benz Group AG is headquartered in Stuttgart, Germany.
Established in 1926, Mercedes-Benz Group produces consumer luxury
vehicles and light commercial vehicles badged as Mercedes-Benz, Mercedes-AMG,
and Mercedes-Maybach.
Its origin lies in Daimler-Motoren-Gesellschaft's 1901 Mercedes
and Carl Benz's 1886 Benz Patent-Motorwagen, which is widely regarded
as the first internal combustion engine in a self-propelled automobile.
The slogan for the brand is "the best or nothing".
