The candidate is deemed to have passed the endurance test if its body shows zero signs of damage. Apart from the weld points and bonded connections, the panels along the force transmission paths between the chassis and body are also carefully scrutinised, as these areas have to withstand very high forces in an SUV when negotiating rough roads or torsion sections. In all, 26 actuating cylinders arranged vertically and horizontally are responsible for stimulating the body on the test rig. The pivot points are fixed to the solid test rig frame, while the wheel hubs are connected to the servo-hydraulic cylinders using special mounting fixtures. The rigs' servo-hydraulic cylinders mercilessly knock, jerk, shake and twist the bodies, just like on a real test drive. Also, what’s the best bed setup for a guy like me. This test setup allows the complete chassis to be examined in isolation, producing even more exact findings. With NEDC fuel consumption of 6.0 l/100 km, the model even outperforms any hybrid model currently offered by the competition.
The highlight comes in the guise of the ML 250 BlueTEC 4MATIC, which is 28 percent more economical than its predecessor, boasts NEDC fuel consumption of 6.0 l/100 km (158 g CO2/km) and has a range of up to 1500 kilometres on a single tank - figures that only a few years ago remained the preserve of the compact class. However, they are going to cost a few thousand more than Ford or Kia, for instance. The low fuel consumption figures and exemplary emissions figures are particularly impressive. An ultra-modern engine line-up, concerted engine downsizing, the best-in-class Cd value of 0.32, extensive BlueEFFICIENCY measures and new development tools such as the "energy-transparent vehicle" all play their part in delivering the good energy efficiency figures. The compressor package - already fitted in the compact SUV GLK 250 CDI 4MATIC - made up of a small high pressure (HP) and a large low pressure (LP) turbocharger contributes decisively to the high output on a par with the 6 cylinder unit in the predecessor model ML 300 CDI BlueEFFICIENCY 4MATIC. The two turbochargers are connected in series, and each has a turbine and a compressor driven by this turbine. Choose the Driver Comfort Package for seats designed for comfort, and a hinged lid for the storage compartment.
There's also extra stowage available under the seats. The Sprinter Cargo Van has a pair of front seats and a cavernous rear box that now can be fitted with optional pallet bracing and tie-downs that help secure awkward cargo. The time to act is now. The range-topping C350 also gets some help from direct injection, meaning its 3.5-liter V6 now produces 302 hp and 273 lb-ft, gains of 34 hp and 15 lb-ft over the outgoing model. Applying identical load spectra over the same distance, the test engineers torture the M-Class chassis in all of its different variants here - from the basic steel suspension with selective damping to the AIRMATIC ADS air suspension to the version with the new ACTIVE CURVE SYSTEM. After the demise of the DaimlerChrysler partnership in 2007, Mercedes-Benz took over the Sprinter lineup, although Freightliner still markets its own version under license from Mercedes. The Mercedes E-Class All-Terrain is designed to give the estate version more versatility and the appeal to customers who wouldn’t prefer it if not for the SUV style.
Trainspotters will notice the pontoon-like shaping of the rear fenders (a homage to 1940s-era Benzes) and the 2010 E-Class is the third generation to wear the quad-headlamped face. The nearly six-foot long hood, the rearward positioned cabin, and the short rear with extendable rear spoiler symbolize its dynamism, as do the long wheelbase, wide track and large wheels. Thankfully, the GLE is more than just another oversized smartphone on wheels - it’s the most comfortable smartphone on wheels. This is because every kilometre driven on one of the state-of-the-art test rigs is 100 times more gruelling than in everyday driving. In contrast to real-life driving with prototypes, which continues to take place too, the constant laboratory conditions on the road-simulation test rig allow the engineers to analyse individual chassis parameters more effectively, and thereby take targeted action to correct any vulnerabilities found during development. The several weeks of laboratory testing staged over a distance of 3000 kilometres would take about half a year if carried out under real-life conditions.
