| In June 1995 a new model-generationof the middle class was presented with the construction-series 210. The new E=class limousines were the successors of the construction-series 124 having become the most-built model-series of Mercedes-Benz in its eleven years of production. In a time of increasing uniformity in the design of automobiles, the appearance of the new models was rather uncommon.. Its feature was the clear-cut front end with four elliptic headlights and a coup-like rear design that ensured that the vehicle not only attracted much attention but also provided entertainment. Generally it was welcomed heartily. The new construction-series not only excelled in having a unique form; the sensational drag coefficient of 0.27 is also remarkable. Overall more than 30 technical innovations were used.
The concept of different design- and equipment lines, for the first time realized in the C=class construction-series 202 and having stood the test of time there, was now also introduced in the E=class. The three variants ,Classic", ,Elegance" and ,Avantgarde" can be chosen. Compared with the basic version ,Classic" excelling in its consciously restrained appearance, the ,Elegance"-variant offers a series of additional equipment not only regarding the interior but also in terms of its external appearance. In this context one should mention the light-metal wheels in the 10-hole design as well as chrome platings on door handles, bumpers, and the protective side mouldings. The ,Avantgarde"-line is the technical-progressive model variant distinguishing itself from the other two variants considerably in its external appearance. The radiator mask is the most deviating feature consisting of five instead of two horizontal chrome rods and being the only one to show very shiny lamellas painted in black. Another difference regards the fairings of the B=pillars being equipped with a colour running foil in body colour.The chrome platings of the door handles, bumpers and protectrive side moulding strips correspond to the ,Elegance"-variant. ,Avantgarde"-vehicles, however, excel in having some additional technical equipment: They are lowered as standard and equipped with a sports chassis as well as wide base tyres on 16 inch-light-metal wheels in the 5-hole design. Part of the standard equipment are also novel Xenon-headlights with gas-discharge lamps and dynamic headlight-range adjustment, available on request with the other variants. For customers attaching great importance to the particularly dynamic appearance of their vehicle, an AMG-version is offered in addition to the three design and equipment lines.
All variants share a specially extensive series-equipment, among them two dozens of extras having not been available or only as special equipment in the E=class. Part of this are among others the ,Elektronische Traktionssystem" (ETS) (electronic traction system), an electronic driving right-system, electrical window lifts in the front and the rear, outer temperature display, dust filters, and the third braking lamp on the rear-window shelf. In the field of vehicle safety, too, the new E=class is fitted with state-of-the-art technology. Thanks to an optimized bodywork structure with large deformation zones and even more effective restraint systems in the interior, the limousines of the construction-series 210 are the safest automobiles in their class in its overall conception. As the first automobile producer in the world Mercedes-Benz uses belt-force limiters as standard equipment. The side-impact protection gets still more perfect through the use of newly developed sidebags. Among the numerous other innovative systems that are used in the E=class for the first time is a rain sensor for the windscreen wiper, an air quality sensor for the climatization automatic or the ultrasonic -parking aid ,Parktronic" (PTS).
In the beginning the type-programme of the E-class comprised eight models, three of them with Diesel-engine and five with Otto-engine. The range of engines mainly consisted of known aggregates having stood the test of time already in the construction-series 124 and 202 and were used in the new E-class in more or less modified versions. With the Diesel-engines, however, a really new developed version appeared: With the 2.9-litre 5-cylinder-engine OM_602_DE_29_LA a Diesel-engine with direct injection was used for the first time in a Mercedes-Benz passenger car. Moreover this vehicle was additionally fitted with an exhaust-gas turbo-charger and charge-air cooling. Compared with the 3.0-litre six-cylinder suction-engine with indirect injection with nearly the same displacement, the new development with conventional two-valve technology excels in having a considerably higher torque with reduced consumption of fuel. The extraordinarily high torque being available at already 2,000 r/m, could be attained with the help of the exhaust-gas turbo-charger in connection with a charge-air cooling renouncing a high nominal performance. The new engine is the first step of Mercedes-Benz in the introduction of direct-injection passenger car Diesel-engines for comfort-orientated customers. Exclusively for exports to Italy a fourth compression ignition engine variant driven by the time-tested five-cylinder engine with four-valve technology is produced in the shape of the E_250_Diesel.
Compared with the predecessor-models, some changes that have been made at the Otto-engine should be mentioned: The 2.3-litre four-cylinder aggregate had been derived from the time-tested 2.2-litre variant. The enlargement of the displacement was mainly converted into a higher torque and not in a higher performance of the engine. The optimization of the fuel consumption, exhaust gas emission, and combustion noises was reached by an increase of the compression to 10.4 as well as an improved combustion-chamber geometry. With the 2.0-litre variant the displacement and the compression remained unchanged, the combustion-chamber geometry, however, was optimized here as well. In order to reduce the variety of variants and uniform maintenance works, the 2.0-litre-engine was fitted with a modified injection system using a HFM-system with hot-film air-mass sensor instead of the hitherto used P-motor control like it is the case with the 2.3-litre variant and the six-cylinder aggregates. The injection system of the 4.2-litre V8-engine, too, was adjusted to the HFM-motor-control; the control functions for injection, ignition, and E-gas now were united in a control device of the type Motronic_1.0. In so doing the electronic gearbox control of the new automatic gearbox with which the E_420 was equipped since the start of production, could be integrated into the engine management.
Six months after the launch of the E-class the sales programme was complemented by a particularly sporty version. The type E_50_AMG is equipped with a 255 kW (347 hp)-strong 5.0-litre-V8-engine having been developed from the time-tested 4.2-litre driving unit at AMG, and an extensive sports equipment including sports chassis, light-metal wheels with wide base tyres and AMG-styling. The E_50_AMG, the legitimate successor of the E_500 of the construction-series 124, was delivered exclusively with the new electronically controlled 5-speed automatic gearbox since the start of production like the E_420. This automatic gearbox was used at the same time in the eight-cylinder and twelve-cylinder models of the S-class and SL-series, too.
In June 1996, one year after the sales-start of the construction-series 210, the new electronically controlled 5-speed-automatic gearbox was the successor of the 4-speed and 5-speed automatic gearboxes with hydraulic steering also at the four-, five-, and six-cylinder models. The new gearbox-generation makes for a reduction in the fuel consumption, an increase in comfort with regard to the engine-noise as well as the number and quality of the gear shifts, more reliability and longevity as well as, finally, a reduction in the costs of maintenance. In June 1996, too, the 2.0-litre 4-cylinder-engine was fitted with the inlet camshaft adjustable in operation that was already known from the other Otto-engine. It is true that nominal performance and maximum torque remained unchanged, but significant improvements regarding idle quality, starting behaviour, and propulsion power could be reached due to a more favourable torque curve.
With the E_200_Diesel, another Diesel-powered model of the E=class has become available since June 1996, which was not produced for the German market, however. Equipped with a 65_kW (88_bhp) 2,0_litre four-valve engine, which, apart from its decreased cubic capacity, corresponds to the proven 2,2_litre engine, this car is the least powerful member of product line 210 and is destined for exports to Portugal, where it replaces the E_220 Diesel for fiscal reasons.
During the course of 1997, the engine range of the E=class was profoundly modernised and presented on two different occasions; In March, only the E_280 and E_320 types appeared on the market. Both models harbour V6 engines, which were the first units of product line M_112 to replace the proven engines with six cylinders in line with the same cubic capacity.
The brand-new V6-engines are produced at the high-tech engine plant in Bad_Cannstatt / Stuttgart and they feature several cutting-edge innovatory details. Due to a careful selection of lightweight construction materials, a 25_% reduction in weight was achieved, compared to the serial engine of the saloon car. The light alloy bushing sleeves, which for the first time were introduced into the car - a world-wide novelty -- contributed to a reduction in fuel consumption due to their low-friction surface. There was also a significant reduction in Emission of exhaust gases, because of the use of three-valve technology and double ignition. The absence of an exhaust valve reduced the loss of heat in the exhaust-gas flow and it also created sufficient space for the accommodation of a second ignition plug, allowing for shorter combustion distances and optimum control of the combustion process. In all, these measures reduced fuel consumption of the new models by 9_=_13_%. Another novel feature of the V6 engines is the active Service System Assyst, which guarantees a continuous check of the oil quality in the engine. This allows individual needs-oriented maintenance intervals, as it registers, how much a car had really been used, thus extending intervals from 15.000_km to an average 22.500_km.
The new six cylinder versions are also available as four-wheel drive versions, which before had been offered as the so-called 4MATIC in product line 124. Although the names are identical, there are some basic differences between both drive systems: designed as a permanent four-wheel drive, the new 4MATIC is combined with an electronic traction system, which replaces the differential locks of conventional four-wheel drives. It is switched on automatically when at least one wheel skids on a slippery surface and it increases braking pressure on the wheel until a pre-defined speed difference has been reached. This increases the drive momentum at the wheels with good road grip so that a maximum of traction is reached.
The new 4MATIC-models were developed by Daimler-Benz in cooperation with the Steyr-Daimler-Puch Fahrzeugtechnik (driving technology) GmbH and they are produced at the plant of the latter company in Graz. The production programme encompasses the adaptation of the car shell, the application of paint using water lacquer technology and the complete assembly of the cars. Shell, engine, drive, rear axle and equipment for the interior of the car are supplied by Daimler-Benz while the four-wheel drive components are produced or procured by SFT. This Austrian-German joint project was set up on the basis of a successful cooperation in the development and production of the off-road cars of product lines 460_-_463, which had lasted for 20_years. The new 4matic models were introduced into the market in two steps: After its launch in December 1996 and after the world premiere at the Motoring show "AutoRAI" in Amsterdam, the E_280 became available from February 1997, whereas deliveries of the version with higher cubic capacity with a 3,2_litre engine started as late as June.
Simultaneously with the V6=engine, a new Diesel engine was introduced into the E=class in march 1997: The 130_kW (177_bhp) 3,0_litre=four valve Turbo diesel with charge cooling, a familiar feature of the S=class and the off-road car, now replaced the suction engine with the same cubic capacity and made the E_300 Turbodiesel the fastest Diesel passenger car. Although there was a marked improvement in driving performance, fuel consumption and exhaust gas emissions were significantly lower compared to the predecessor models.
After the introduction of the new engines, the six-cylinder models of the E=class, too, were equipped with electronic automatic 5=speed gearing. It is part of the standard equipment of all six-cylinder tpyes, including the 4MATIC models, Except for the E_280, where it is only available as special equipment.
In March 1997, the E=class was not only fitted with new engines; at the same time a whole range of improved equipment details were introduced throughout the type range of product line 210 with the exception of the V8=models. Special mention of the new driver code system ELCODE should be made at this point; ELCODE optimized protection against theft and also offered perfect comfort in the shape of remote door openening and remote ignition, but also of the brake assistance system BAS, which automatically registers emergency brake manouvres and can produce the required maximum brake power much faster than before.
In September 1997, At the International Automobile Fair in Frankfurt, three new models of the E=class were presented: the E_240 has a 2,4_litre-V6-engine, which, conceptually, corresponds to the mit 2,8 and 3,2_litre cubic capacity version that had been introduced six months earlier. The 125_kW (170_bhp) E_240 succeeds the four-cylinder model E_230 in the German sales programme and, moreover, it makes it easier for E_230 T=Modell customers to enter the six-cylinder segment at an affordable price. However, the E_230 is still being produced for exports and for ckd=deliveries.
The E_430 has become the successor of the popular E_420 model and, like its predecessor, it is also powered by a V8=engine. The new 4,3_litre powerplant, which belongs to product line M_113, was jointly developed with the V6=engines of product line_112 and therefore, makes use of the same innovative construction details like the three-valve technology, double ignition and low-friction bushing sleeves. This car, too, is produced at the engine plant in Bad_Cannstatt/Stuttgart.
At the same time as the E_420, the E_50_AMG,too, was succeeded by another model. Up to this point it had been the top model of the product line, however, it was now replaced by the E_55_AMG, which had a 260_kW (354_bhp) 5.5_litre V8 engine,developed by AMG; like the 4.3_litre unit, it belonged to engine generation M_113.
However, the family of E=class models was yet to receive another addition in September 1997. The new models E_200_compressor and E_250_Turbo diesel,which were equipped with engines that had been carried over from the C=class, are not available in Germany. These models are destined exclusively for the Greek, Italian and Portuguese markets, where they are available with decreased cubic capacity for fiscal reasons.
Following a time-honoured tradition at Daimler-Benz, the chassis of product line 210, too, are offered as partial bodies, which are subsequently converted into ambulance cars, station wagons or other special designs by body makers at home and abroad. Like their predecessor models of product line 124, the chassis are based on the corresponding T=saloons. For the first time, these versions are no longer available with the ordinary wheelbase; Daimler-Benz supplies only the models with a long wheelbase, which over the years, steadily gained in significance. The wheelbase of the VF_210, as it is internally called, is extended by 737_mm compared with the T=Model.
Another novelty is the fact, that the chassis with partial body are no longer produced at Daimler-Benz directly. They are now supplied by the company Binz in Lorch, which receives the shells of T=saloons, extends and reinforces the wheelbases and then fits the extended partial body with mechanical and electronic elements and also with the interior equipment. The completed chassis are then redistributed either via Sindelfingen to other car body makers or they remain at Lorch, where they have been constructed into Binz ambulance cars since September 1996 or into long Binz versions of the T=Modells.
For many years, Daimler-Benz has been cooperating with other car body makers, which also produce ambulance cars on the basis of the VF_210. These are the firms Miesen in Bonn and Visser from Leeuwarden in the Netherlands. In the funeral sector, Daimler-Benz has the same arrangement with the body makers Pollmann in Bremen, Rappold in Wlfrath, Stolle in Hannover and Welsch in Mayen.
The first version to become available of the-vF_210 from July 1996 onwards, was the E_290_Turbo diesel with a 95_kW (129_bhp) five_-cylinder direct injection engine. Shortly afterwards, Typ E_250_Diesel was introduced. For fiscal reasons, it was produced for exports to Italy only, where it was sold in place of the 2,9_litre=models. In March 1997, a significantly more powerful design with Otto-engine completed the chassis sales programme: The E_280 has been fitted with the brand-new 150_kW (204_bhp) V6=engine, which was introduced at the same time into the E=class saloons.
A particularly exclusive version of the E=class was completed in March 1996. Acting on a request of the Thai royalty, a single E_320_lang model, which had been jointly developed by Binz and Daimler-Benz, was produced within a very short space of time. This was a six-door model with a complete third row of seats and a wheelbase, which had been extended by 970_mm. At first, Mercedes-benz did not seriously consider serial production of this car or its integration into the official sales programme, because, after the dynamic product campaign, which Daimler-Benz had consistently pursued since 1995 and during the course of which many new product lines were launched, the limit of the sales departments' capacity had been reached.
However, in order to meet the demand for this car - orders come mainly from abroad - the Lang version of the E=class has been produced under the sole direction of Binz since the end of 1996. This meant that the body maker from Lorch continued a thirty year old tradition: Since 1996, extended versions of Mercedes-Benz intermediate class cars have become available, which were jointly developed and produced by both companies. The Binz-Langversion of product line 210 was presented in November 1996 at the International Taxi Fair in Cologne and the first serially produced car was delivered in March 1997. Since then, long versions have been produced with all five- and six-cylinder models, Otto-engines or Diesel-engines. Apart from a six-door design, with the three rows of seats facing the front, also an optional four-door version with a face-to-face seating arrangement in the rear is available.
Another, rather exclusive version of product line 210, has been produced since April 1995 in a special department at Sindelfingen: a special security version of E=class saloons, which is to a large degree hand produced. Thus, for the first time in the history of Daimler-Benz, models of the intermediate class types, too, have become available as bullet-proof versions in Sindelfingen. In the Production of These versions, the fact that the demand for cars of the upper intermediate class is rising has been taken into account; Moreover, these cars are intended for those customers, who need special protection, but who want to drive themselves. In order to produce the desired driving performance inspite of the large additional weight of the protective features, only the most powerful versions are offered. At first this was the E_420, which was replaced in September 1997 by the E_430. Since march 1997, another version with a lighter protective outfit became available which corresponded to protection class B4 and offered the best possible protection against small-arms. This version is not only available as an eight-cylinder model but since Autumn 1997 has become available with a 3,2_litre V6-engine. the reason, why the security concept is so efficient, is not only to be found in its special protection technology, which has been developed on the basis of decades of experience and numerous tests; rather, what is important here is the fact that the special protective elements are seamlessly incorporated into the body structure during the running production process, as had been the case with the cars of Protection Class B6. this means that a high standard of security is reached during the production process itself, a standard, which could not possibly be reached if the car was equipped with special protective equipment at a later stage.
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