Mercedes-Benz Archives

The new Mercedes-Benz S 580 e S-Class (W223)

As the flagship of the Mercedes-Benz range, the S-Class has typically been the centerpiece of the brand. Each generation since the W 187 of 1951 has introduced new technologies, advancing safety, performance, comfort and quality. The pioneering technologies have influenced automotive engineering of its era, eventually trickling down as they became more affordable.

More than 4 million S-Class limousines have been delivered worldwide since the early 1970s when the ‘S-Class’ designation was used. Over 18,000 of those have been sold in Malaysia, where the model has been assembled locally for the past few generations. Assembled under contract in earlier years, the model has been assembled at Mercedes-Benz Malaysia’s own production facility in Pekan, Pahang, since 2007.

Today, the seventh generation of the model – also assembled at the Pekan plant – arrives in the market, a bit over a year after it made its global debut in Germany. Only one version is current offered – the S 580e – which is a long-bodied version. The price could not be confirmed in time for the launch although it will be more than the previous generation, according to Michael Jopp, Vice-President, Sales & Marketing Passenger Cars, at Mercedes-Benz Malaysia. He added that first deliveries will start from mid-January, but the waiting period is already stretched to the end of the first quarter of 2022.

‘580’ doesn’t mean 5.8 litres
The number of the model designations of many of today’s German cars no longer indicate displacement or cylinders as they once did. For instance, with the old 380SE, at least you knew the engine size was 3.8 litres. But with the new ‘580’, it is not 5.8 litres and the engine is actually an in-line 6-cylinder petrol engine of 3 litres and it is part of a plug-in hybrid powertrain (PHEV) with an electric motor.

The engine’s output is 367 bhp/270 kW with 500 Nm of torque available between 1,500 and 4,500 rpm, while the motor generates 110 kW with 440 Nm that comes on almost instantaneously. The combined output can propel the S 580e from 0 to 100 km/h in a claimed 5.2 seconds and up to a top speed of 250 km/h. If conditions permit, it is possible to run only on electricity for up to 100 kms. When the battery is empty, ‘refuelling’ will take up to 2.5 hours, depending on the charging method.

Hybrid powertrains are not new to Mercedes-Benz models in Malaysia and the company has sold them, even in the S-Class, some time. One concern owners have is the cost of the battery pack if it needs to be replaced as it is pretty expensive. But for the first 8 years or a maximum of 100,000 kms, Mercedes-Benz will provide warranty coverage which should offer some peace of mind.

Showcase for new technologies
As with every generation before, the new S-Class brings with it new and advanced technologies. One of them is DIGITAL LIGHT, which emanates from each headlamp. The light module has 3 extremely powerful LEDs with light that is refracted and directed by 1.3 million micro-mirrors. The resolution is therefore more than 2.6 million pixels per vehicle, allowing highly precise light distribution.

DIGITAL LIGHT also makes Highbeam Assist over 100 times more precise than 84-pixel light when excluding oncoming traffic or road signs from the light beam. Light/shadow graduations and the light distribution of all the other adaptive light functions are also realised with considerably more precision, optimising illumination in all ambient lighting conditions.

The aerodynamic efficiency is also very impressive, considering the size of the car. It is 0.22 Cd, which is one of the lowest figures in the world for a production sedan. The lower wind resistance of the shape means more power can be used to move the car, something that is highly beneficial with hybrid and electric powertrains. This has been achieved by lengthy wind tunnel research and then applying aerodynamic measures to various areas of the body, underbody and detachable parts.

Not visible are improvements in aeroacoustics; the new model’s quietness is said to be even better than the e previous generation which already excelled with a very high level of interior noise comfort. The high rigidity of the bodyshell provides the basis for this achievement, and is enhanced with fine-tuning.

Some examples are the apertures for the cable grommets in the firewall which have double seals, effectively stopping noise from the engine bay seeping through. To achieve an engine sound that is perceived as refined and unobtrusive in the interior, the firewall insulation has been extended into the side areas of the A-pillars and the floor area. Acoustic foam in certain bodyshell sections is also used for the first time.

Even with local assembly, Mercedes-Benz Malaysia follows the brand’s global policies to promote sustainability. This is possible as environmental aspects were already taken into account in the conceptual phase. More than 98 kg of components, derived from resource-conserving materials, are used in the S-Class. The number of components containing recyclates is now 120 – more than twice as many as in the preceding model. Another 40 kgs or so are made from renewable raw materials.

‘Third place’ lounge-like interior
The S-Class, with its limousine proportions, has always offered its occupants comfortable travel in a relaxing environment. With the new generation, the interior has fully evolved into a ‘third place’, a refuge between the home and workplace which many spend a lot of time in (at least in the pre-pandemic days when travel to and from office was the daily norm).

As with all Mercedes-Benz models in recent times, MBUX (Mercedes-Benz User Experience) is a highlight. Interestingly, it was one of the few significant new technologies that did not start in the S-Class but in the new A-Class launched in 2018. Since then, it has continued to evolve and gain more sophistication.

The second generation of this learn-capable system now debuts in the new S-Class. The possibilities for personalization and intuitive operation have become far more extensive, especially in the rear. Both the hardware and software have made great advancements with brilliant displays on up to 5 large screens (in part with OLED technology). The new 3D driver display allows a spatial view at the touch of a button for the first time – a real 3-dimensional effect without having to wear 3D glasses.

Using cameras in the overhead control panel and learning algorithms, MBUX Interior Assist recognizes and anticipates the wishes and intentions of the occupants. It does this by interpreting head direction, hand movements and body language, and responds with corresponding vehicle functions. As well as enhancing operating convenience, MBUX Interior Assist improves safety. Even before the journey begins, it notifies the driver if the camera has detected a child seat on the front passenger seat but the seatbelt is not fastened, for example.

The system now has a fingerprint scanner just below the central display which unlocks access more conveniently, yet securely, than entering a PIN. Also available is the MBUX Augmented Reality Navigation which connects the virtual world with the real world. The technology incorporates graphical navigation instructions and traffic information into live images to ensure drivers will reach safely and stress-free,

The voice assistant ‘Hey Mercedes’ is constantly learning, by activation of online services in the Mercedes me App. Moreover, certain actions (like accepting a call) can be performed even without using ‘Hey Mercedes’ which, incidentally, can also be activated from the rear.

Revolution in interior design
Just as with introducing new technologies to the car, the interior designers have also strived to create a revolutionary interior design, including associations with interior architecture and yacht design elements. The sculptured look of the dashboard, centre console and armrests appears to float above an expansive interior landscape. The systematic reduction in the number of controls underscores the minimalist appearance of the interior. A fine divide between the upper section of the dashboard and the large trim element structures the area and creates horizontal breadth.

The driver display and media display offer a comprehensive aesthetic experience. The appearance of the screens can be individualized with a choice of four display styles (Discreet, Sporty, Exclusive, Classic) and three modes (Navigation, Assistance, Service). New design elements include the flat, 4-square centre vents with horizontal nacelles, rather than the sportier turbine-like vents in other models.

Besides 5 screens, other highlights in the cabin include large areas of trim in the dashboard and in the rear. These flow around the passengers and are a systematic further development of the wrap-around effect. The Anthracite open-pore poplar wood trip lends the interior an individual look.

Even in the seats, Mercedes-Benz has made such they qualify as technological benchmarks for long-distance comfort. The complex technology inside the seats uses multiple motors for adjustments in the tiniest dimension. The flowing, 3-dimensional layer design theme gives an impression of lightness with its nappa leather upholstery. The adjustment range and angle of the front passenger seat in the chauffeur configuration and the reclining seat behind it have been improved as well.

Thanks to LED technology, the new S-Class has also taken a leap forward in its interior lighting with interactive interior lighting for the first time. The active ambient lighting supplements ambient lighting with an additional layer of light. It is integrated into the driving assistance systems, and is able to reinforce alerts visually. This also makes corresponding feedback possible for the comfort systems. This applies to the climate control system or the ‘Hey Mercedes’ voice assistant.

Offered as standard with the new S-class is a Burmester 3D surround sound system. The German specialist in audio systems has been providing custom-developed sound systems for Mercedes-Benz model since 2013. The sound emanating from the high-quality speakers can be specifically optimized for the front and rear seats to give a very personalized listening experience.

Continued leadership in safety
In the area of safety, Mercedes-Benz has certainly held a leadership position, often developing and introducing more advanced safety features and systems. The S-Class, being the flagship, has had the honour of being the first model with new safety technologies. One example is the airbag, which made its first appearance in a production car in 1980 when the S-Class (W126) was launched. It was initially only for the driver and then the passenger also got one, and today, there are airbags on the sides of the cabin as well and one to protect the driver’s knees.

The new S-Class again takes a pioneering role by having the world’s first rear airbags. These are integrated into the backrests of the front seats and deploy in a severe front impact. They deploy gently and protect strapped-in outer rear seat passengers against contact with the front seats. The loads on the head and neck can thus be reduced significantly.

With the new S-Class, Mercedes-Benz comes another big step closer to its vision of accident-free driving. The driver is supported by numerous new or extended driving assistance systems that reduce the driving workload in daily motoring and fatigue on long journeys. This leads to better alertness behind the wheel and therefore safer motoring.

However, there may be situations where the driver might not react in time, and this is where the assistance systems come in. They can detect other vehicles and (at very high speeds) determine the possibility of an accident, and activate the brakes if no action is taken by the driver. The emergency braking functions serve to protect other road-users, too. The operating principle of the systems is made visible by a new display concept in the driver display. Thanks to improved environmental sensors, the parking systems also give the driver even better support when maneuvering at low speed.

The PRE-SAFE system, which has been present for some time in Mercedes-Benz models, has comprehensive protective measures to reduce injuries during accidents. Upon detection of a likely impact, it can prepare the occupants for a side-on collision and reduce the risk of injury. Like a bodyguard, it pushes the driver or front passenger away from the danger zone towards the inside. The impulse is created by the movement of the seat side bolsters in the front backrests.

Besides innovations in restraint systems, the intelligent bodyshell design uses a new aluminium hybrid body shell. The content of the lightweight material exceeding 50% meets numerous requirements while lowering weight and contributing to better handling and ride comfort.

Seven generations of the S-Class since 1951.

Mercedes-Benz S 680 GUARD 4MATIC comes with protection against bullets and explosives

Mercedes-Benz is first carmaker approved to offer Level 3 autonomy in vehicles

Some day, people will travel in cars that can operate without human control. All that will be needed is to get in, state the destination, sit back and the car will drive itself there. Whether we can then use the term ‘driving’ is debatable if a human is not involved, but it will be a revolution in mobility. Such capabilities will be in what are called autonomous vehicles, and over the past decade, they have been development by many companies (some of which are not the global carmakers).

The American Society of Automotive Engineers (SAE) formulated a list of different levels of autonomy in 2014 which has been accepted by the industry. The document – SAE J3016 Recommended Practice: Taxonomy and Definitions for Terms Related to Driving Automation Systems for On-Road Motor Vehicles – is commonly referred to as the ‘SAE Levels of Driving Automation’ and also has the involvement of the International Organization for Standardization (ISO).

Many vehicles now at Level 2
SAE J3016 defines the 6 levels of automation for a vehicle, from Level 0 (no driving automation) to Level 5 (full driving automation) in the context of motor vehicles and their operation on roadways. Many vehicles with advanced driver assistance systems (ADAS) using radar or cameras are considered as having Level 2 autonomy. Even the Perodua Ativa (AV version) is able to meet Level 2 requirements.

Level 2 driving automation allows the computer to take over steering, acceleration, and braking but the driver must still pay attention to what is happening and be ready to take over control when necessary. In most cases, the systems help the driver rather than take over, thus reducing fatigue. In most systems, there is automatic emergency braking where the system can detect a possible collision and if the driver does not respond correctly, the brakes will be engaged automatically.

*Autonomous systems must be able to not only direct a car to its destination but also keep it safely within its lane on the journey.*

Moving to higher levels becomes more and more challenging as more autonomy is given the vehicle. This means that the environment around it must also be suitable for safe autonomous operation. For example, road lines must be clear for the camera to scan and use as lane references to guide the vehicle, and traffic control systems must be standardised. If the system is unable to recognise a red light and stop accordingly, then it would be very dangerous!

*Recognising not just pedestrians and other vehicles is important but also being able to identify signs and traffic lights.*

First approval for Level 3
For this reason, authorities in most countries are permitting autonomous vehicles only on specific sections of highways. While the manufacturers can develop their vehicles further, there is still a need to ensure safety for road-users so for now, Level 3 is still not common. Only Mercedes-Benz has met the demanding legal requirements for a Level 3 system, the first carmaker in the world to get approval. The German Federal Motor Transport Authority recently granted system approval for this on the basis of the technical approval regulation UN-R157, thus paving the way for offering such a system internationally.

In order for this to be done, the traffic laws had first to be revised for Level 3 systems and this was done in 2017. Other countries will also have to do likewise first before Level 3 autonomous vehicles can be allowed on their roads.

In Germany, the first customers of the latest S-Class with DRIVE PILOT will be able to enjoy Level 3 automation in the first half of 2022. This means they can drive in a conditionally automated mode at speeds of up to 60 km/h in heavy traffic or congested situations on certain stretches of the autobahn in Germany. The special DRIVE PILOT can take over the driving almost entirely so he or she can carry out tasks on the central display such as online shopping or processing e-mails in the in-car office. The system approval also applies to the EQS.

“For many years, we have been working to realise our vision of automated driving. With this LiDAR-based system, we have developed an innovative technology for our vehicles that offers customers a unique, luxurious driving experience and gives them what matters most: time. With the approval of the authorities, we have now achieved a breakthrough: We are the first manufacturer to put conditionally automated driving into series production in Germany,” said Markus Schafer, Member of the Board of Management of Daimler AG and Mercedes-Benz AG, Chief Technology Officer responsible for Development and Purchasing.

The technical approval regulation with which such a system can be certified did not come into force until the beginning of 2021. Since then, it can be implemented in Europe – an opportunity that Mercedes-Benz was quick and the first manufacturer to seize. With the revision of the Road Traffic Act for Level 3 systems, Germany was the first country to create a legal basis for the use of these systems.

On specific sections of autobahn
Mercedes-Benz is initially offering DRIVE PILOT on 13,191 kilometres of autobahn in Germany. Extensive test drives for this system are already underway in the USA and China. As soon as legal provisions are in place, for conditionally automated operation, the technology will be offered to customers.

On specified autobahn sections and where traffic density is high, DRIVE PILOT can offer to take over the driving, initially up to the legally permitted speed of 60 km/h. When the driver activates DRIVE PILOT, the system controls the speed and distance, and guides the vehicle within its lane. The route profile, events occurring on the route and traffic signs are taken into consideration. The system also reacts to unexpected traffic situations and handles them independently, eg by evasive manoeuvres within the lane or by braking manoeuvres.

Redundant systems for extra safety
DRIVE PILOT builds on the surround sensors of the Driving Assistance Package and comprises additional sensors that Mercedes-Benz considers indispensable for safe conditionally automated driving. These include LiDAR, as well as a camera in the rear window and microphones, especially for detecting blue lights and other special signals from emergency vehicles. There is also a wetness sensor in the wheel well.

As well as the sensor data, the DRIVE PILOT receives information about the road geometry, route profile, traffic signs and unusual traffic events (accidents or roadworks) from a digital HD map. This is made available and updated via a backend connection. The S-Class with the optional DRIVE PILOT also has redundant steering and braking systems and a redundant on-board electrical system, so that it remains manoeuvrable even if one of these systems fails and the safe handover to the driver can be ensured.

If the driver fails to take back control even after increasingly urgent prompting and expiry of the takeover time, eg due to a severe health problem, the system brakes the vehicle to a standstill in a controlled manner and with suitable deceleration. At the same time, the hazard warning lights and, once the vehicle has come to a standstill, the Mercedes-Benz emergency call system is activated and the doors and windows are unlocked, to make access easier for anyone offering assistance.

At the moment, there are many vehicles with Level 2 autonomous capability where the driver must maintain some degree of control and pay attention to the road and conditions ahead. However, with Level 3 (below), he will not need to pay attention (though he must be ready to take control) and can check messages or even watch a movie on the display.

During the conditionally automated journey, DRIVE PILOT allows the driver to take their mind off the traffic and focus on certain secondary activities. This is the major difference between Level 2 and Level 3 where, for the former, the driver must keep looking ahead and around at all times (no checking messages on the phone). With Level 3 (and above), the driver can do messaging via In-Car Office, surf the internet or even watch TikTok clip. In DRIVE PILOT mode, applications can be enabled on the integrated central display that are otherwise blocked while driving.

Better than GPS
The top priority for Mercedes-Benz when introducing such a system is safety, which includes high demands on operational reliability. The exact location of the car is determined using a highly accurate positioning system said to be much more powerful than conventional GPS systems. In addition, data obtained from satellite navigation are matched with sensor data and data from an HD map. Sensor data collected by LiDAR, camera, radar and ultrasonic sensors can be, for example, information on road geometry, route characteristics, landmarks or traffic signs.

The HD map provides a 3-dimensional street and environment image. The map data are stored in back- end data centres and updated constantly. Each vehicle also stores an image of this map information on board, constantly compares it with the backend data and updates the local data set if necessary. The HD map thus offers stable positioning through a representation of the surroundings independent of shadowing effects or a covered sensor. This high-precision map differs from maps for navigation devices by its higher accuracy in the centimetre rather than metre range and its detailed intersection and track model.

Level 3 autonomous motoring will be available as an option in the new S-Class from 2022, but it can only be used in Germany until laws in other countries permit such systems to be used on public roads.

Mercedes-Benz puts a ‘Home Theatre’ in the car cabin

Project MAYBACH – a tribute to the late Virgil Abloh

With Project MAYBACH, Mercedes-Benz pays tribute to the late Virgil Abloh who passed away recently. Designed as a showcar to inspire the next generation, it is being revealed at the wishes of Abloh’s family.

The artist, architect, creative director, fashion designer and philanthropist, who was also artistic director of Louis Vuitton menswear, had collaborated with Gordon Wagener, design chief of Mercedes-Benz, for this design study. It interprets Mercedes-Maybach’s luxury identity with a new design language and pushed the boundaries of function, style, and collaborative creativity.

Inspired by the great outdoors and recontextualizing a traditionally urban brand within a distinctly off-road environment, the 2-seater, fully-electric off-road coupe combines huge Gran Turismo proportions (almost 6 metres long), large off-road wheels and distinctive attachments. Under the transparent surface of the showcar’s bonnet are solar cells that increase the imagined range of the Project MAYBACH.

Like Project Gelandewagen in 2020, Project MAYBACH is a design unlike anything that has been developed by Mercedes-Benz, with every element built from scratch. Key for both Abloh and Wagener was a responsible vision of future design. Complete creative freedom – unlimited by production requirements – enabled the design teams to conceptualize what the future of electric travel could look like.

The X-Factor nature of Project MAYBACH results not only from its imposing – almost 6 metres long – and characteristics, but also from its unique contrasts. ; most notably through how naturally authentic Mercedes-Maybach design elements are harmoniously combined with a new Outdoor Adventure design motif.

Project MAYBACH channels Abloh’s passion to challenge the status quo and re-write the rulebook of aspirational design. The power of his work is not only from the product design, but also the exploratory conversations that his work ignited. Whilst the showcar was inspired by how one could explore nature within a uniquely luxury context with Maybach, the Mercedes-Benz teams thank Virgil Abloh for the inspiration to explore every day the power of cross-industry dialogue to imagine a better, more inclusive future.

*Project Gelandewagen, another car from Virgil Abloh, which was inspired by the G-Wagen.*

Concept Mercedes-Maybach EQS for the new generation of customers

Vaccination does not make you immune to COVID-19 infection. You can still get infected and although you may not show symptoms, you could spread the coronavirus to others. Do not stop taking protective measures such as wearing a facemask, washing hands frequently and social distancing.

BAS applies maximum braking pressure for shorter stopping distances

Brake Assist (BA) is a feature which is listed among the active safety systems of many cars today but how it works and why it enhances stopping may not be known by most motorists. BA, which appeared in the second half of the 1990s, is a supplementary brake system which can also be considered a driver assistance system.

A simple explanation of BA would be that it boosts braking pressure to the maximum available as this can have a positive effect on the stopping distance, especially with anti-lock braking systems, better known as ABS.

Helping older people brake better
When Toyota first introduced it in 1997 in the Raum model, it said that one of the reasons for developing BA was to help older drivers. These drivers might not apply full pressure on the brake pedal in an emergency, or may not have sufficient strength. Thus, the system will detect when there is emergency braking, eg sudden pressure on the pedal, and boost the pressure to maximum.

*Brake Assist was introduced by Toyota in 1997 with the Raum model (below).*

Emergency braking can save lives. However, many drivers then step on the brake pedal quickly but not forcefully enough – this is what Mercedes-Benz engineers discovered in the early 1990s during tests in the company’s own driving simulator. Their answer was BAS, considered one of the key links in the chain of important Mercedes-Benz safety developments.

BAS evolved from ESP
Mercedes-Benz introduced their version of Brake Assist, which they referred to as BAS, in late 1996. It was standard initially in the S-Class (W 140) and SL (R 129) and built upon the functions of the Electronic Stability Program (ESP), or vehicle stability control as it is also known.

These advanced systems not only use the sensors installed in the car but also state-of-the-art radar technology in order to capture the scene in front of the car and to identify a situation in which an accident is imminent. Mercedes-Benz offers very similar systems for its commercial vehicles known as Active Brake Assist (in the Actros heavy-duty truck).

*BAS was introduced as standard in the 1996 Mercedes-Benz S-Class W 140 (above) and SL (below).*

How well does BAS work?
BAS interprets a certain speed at which the brake pedal is depressed as an emergency situation and builds up maximum brake boost within fractions of a second. This significantly shortens the braking distance – at 100 km/h on dry roads, for example, by up to 45%. Mercedes-Benz investigated its effect in the driving simulator and found that BA was able to mitigate or even prevent rear-end collisions.

It also made an effective contribution to pedestrian protection. In a series of experiments, 55 car drivers drove through a town at 50 km/h when suddenly a child ran onto the carriageway. Only full braking prevented the accident.

*BAS can make the difference between hitting a pedestrian and stopping in time with reduced braking distance due to maximum braking pressure being applied.*

Additional functions with BAS PLUS
The next evolutionary stage by the German carmaker was Brake Assist PLUS which made its debut in the S-Class from the W 221 series in late 2005. Besides warning the driver of an imminent head-to-tail crash by means of visual and acoustic signals, it automatically computes the brake pressure required to prevent the accident.

BAS and BAS Plus are integrated in the PRE-SAFE brake system that is today available in every Mercedes-Benz car. PRE-SAFE can automatically brake the car if a collision is predicted, and the PRE-SAFE brake works together with the BAS PLUS, the latter making its brake boosting effect available as soon as the driver steps on the brake pedal. If the driver does not react to the warning signals emitted by BAS PLUS, the PRE-SAFE brake initiates automatic partial braking to decelerate the car with some 40% of the maximum brake power.

Radar technology made the advanced capability of BAS PLUS possible. It detected the distance to cars ahead, warned the driver of insufficient distance and calculated the necessary braking assistance in the event of an imminent collision. If traffic came to a standstill and the driver actually had to step on the brake pedal, BAS PLUS built up the brake pressure calculated for the respective situation instantly.

BAS PLUS uses two radar systems: a 24-gigahertz short-range radar scanning the surroundings in front of the vehicle with an aperture angle of 80 degrees and a range of 30 metres. In addition, the 77-gigahertz radar of DISTRONIC scans 3 lanes of a motorway up to a distance of 150 metres with an aperture angle of 9 degrees. Tested in the driving simulator, the results were impressive: while the accident rate in tests with conventional braking technology was 44% on average, it dropped by three quarters with the help of BA PLUS.

*Brake Assist is also available for heavy-duty trucks like the Mercedes-Benz Actros… certainly crucial for preventing such a big and heavy vehicle from colliding with a vehicle ahead.*

Braking systems remain essential for road safety. In addition, emergency braking systems triggered on the basis of detecting potential accidents are an important foundation for the highly automated vehicles to come, and thus an essential part of the vision of accident-free driving.

Data for Road Safety initiative in Europe provides advance warning of dangers ahead

A drive to remember with Mercedes-Benz Malaysia and the new E200!

If there is one thing that this writer missed during the lockdown, it was the drives organised by automotive manufacturers.

These drives are usually well planned, coordinated, offers stops at places we never heard of and at restaurants we never ate at. Media drives as we motoring scribes call it, is the highlight of this career.

But they can be annoying as well. Planned convoys can be dull, with the lead car constantly conveying orders over a walkie-talkie.

And other members of the motoring journalism fraternity constantly complaining about getting lost, or their tyres lacking pressure. It can all be quite annoying.

But the one I recently attended which was also the first after the lock down ended, was a refreshing welcome into a stale ‘modus operandi’.

Organised by Mercedes-Benz Malaysia, the drive was as simple as passing us the keys, telling us where to meet, and a simple “see you there”.

Of course there was the classic flag-off for photos sake but that’s as close as it got to being ‘just another media drive’.

And there was the timing as well, a very humanly possible 10am meet up time rather than the usual 8am. Every manufacturer should take a cue from MBM on how to organise a media drive.

So I showed up at 10 at a cafe in PJ, did the Covid test, presented my result, had a simple breakfast since I already had one at home since the generous start time gave me time to have breakfast with my wife and kid before starting my work day.

Then there was a 2 minute speech by the Vice President of Sales and Marketing of MBM, Michael Jopp, telling us about our day, and after that we were told which car we would be driving.

The cars available included the Mercedes-Benz E63 AMG, A45S AMG, A35 AMG, E300, GLE 450 and others.

I got the E200 which may seem like the short end of the stick considering what was on offer, but I didn’t mind since the car had just been launched in Malaysia, and I was quite curious to know how it was like.

Our final destination was Ipoh where we would be staying the night at The Banjaran – a resort that is famous for its hot springs, it being situated among mountains that are a couple million years old, and a one of a kind, possibly the only one of its kind, bar and restaurant in a 250 million year old cave. Talk about dining like cave men.

Though we weren’t required to travel in a convoy, most of us somehow found ourselves travelling together on the highway. Each to his own car. No sharing during the pandemic. Which was excellent.

The new Mercedes-Benz E200 may be the entry level model to the E-Class world, but it certainly doesn’t feel that way.

The refinement is typically Mercedes-Benz, though I did think the run-flat tyres were noisy at highway speed; a typical character of run flat tyres since it is made of a stronger and harder thus noisier compound.

I was also rather surprised by how well power was laid down by the E200 on the highway. But in hindsight, it shouldn’t have been surprising at all.

The E200 is powered by a 2.0-litre turbocharged petrol engine producing 194hp and 320Nm of torque.

That is quite decent for an entry level E-Class.

And then you consider that the suspension has been tuned for comfort and the interior offers exemplary refinement.

As an entry-level model, the interior of the E200 offers only the most basic of things. But don’t get this statement wrong, I mean the most basic of things at a Mercedes-Benz level.

So you get the usual electronic seats with memory function though this do not come with adjustable thigh support.

The new generation steering wheel in the E200 looks and feels great, but I am not a fan of the touch pads on the steering as that can be tricky to operate when the car is moving. I guess this takes time to get used to.

I did think the seats were quite comfortable and the interior was spacious, which is ultimately what an executive car like the E-Class is all about.

I am not a fan of the aluminium inserts that run along the dash and onto the doors and neither am I impressed by the black open-pored ash wood that is situated on the centre console.

I found myself thinking that a lighter choice of wood finishing instead of aluminium would have been nice. But then again, I was driving the sportier Avantgarde model. So that was to be expected.

I prefer an E-Class to be more luxurious than sporty this side of an AMG. But that’s just me.

What I really liked about the new E200 though was that massive MBUX screen, which stands for Mercedes-Benz User Experience.

Now this is a display screen that is 24.6 inches long and is divided into two parts. Each part measures 12.3-inches.

The screen on the left is touch-enabled and lets you access the usual stuff like radio, GPS, seat and air-conditioning settings and general settings to do with the driver and passenger.

The one on the right however is not touch enabled and this is where you get the usual speedometer, rpm dial, and other information to do with the internals of the car.

The display settings on the right can be adjusted according to your mood – Sporty, Classic and even Basic which throws everything away and just gives you the speedometer and clock and just a little bit more such as which gear position you are in.

This makes the E200 feel high-tech and the power makes it feel sporty. You also get drive modes but that only adjusts the sensitivity of the accelerator, the heft of the steering wheel, and the speed at which the gears shift. It doesn’t do anything to the suspension so that is one constant in this car.

Driving it is generally comfortable and the power is decent while the engine makes a nice throaty sound during acceleration. But it is ultimately an E200 and I did found myself wondering how the E300 would feel like.

The following day, after spending some time with the wonderful Mercedes-Benz team over lunch and dinner, I was asked which car I would like to take home.

Not just home, Mercedes-Benz Malaysia told us to keep the car till the end of the week. Didn’t I say this drive was one of a kind?

I chose to drive the GLE 450 – an SUV that I had been hugely curious about because I think it looks great and is one of those cars that doesn’t know how to put a wheel wrong.

And as expected, the Mercedes-Benz GLE 450 was so impressive that it deserves an article and a video review of its own. So I will put down my thoughts on that in a separate article, but let me just tell you this – the GLE 450 is one of the most complete car/SUV that I have driven in recent times.

And so was the drive to Ipoh.

Mercedes-Benz Malaysia issues recall for a large number of vehicles produced between 2004 and 2016

The Takata airbag issue started some 7 years ago, and millions of vehicles have been recalled over the years to have their airbag systems replaced. The urgency of the recall was because a dangerous condition in the system’s inflator module could cause the pressure to become too high and break up the module, sending metal pieces towards the driver (and front passenger) at 300 km/h. In some cases, people died as a result of severe injuries.

Takata supplied the airbag systems to many different carmakers so all of them had to make a recall and some companies, like Honda Malaysia, put in a really serious and costly effort to get owners to bring their vehicles in. However, because vehicles change owners over time, recall notices did not reach everyone and there are probably many vehicles still with the dangerous airbag systems.

*Inside a steering wheel with an airbag system.*

The manufacturers continue to try to make the replacements as much as possible and Mercedes-Benz Malaysia is conducting a safety recall of potentially affected Takata airbag modules from specific models in compliance with the European type approval. This is after gaining a deeper understanding of the condition of airbags modules in the vehicle after a prolonged period. This can be particularly in certain climatic conditions in high humidity countries with high temperatures.

Models poduced between 2004 and 2016 affected
In fact, in mid-2019, the carmaker made a worldwide recall of affected models of its passenger cars, vans and trucks. Locally, the models affected include the models 169 (A-Class), 203, 204 (C-Class), X204 (GLK), 207 (E-Coupe/ Convertible), 212 (E-Class), 164 (ML and GL-Class), 251 (R-Class), 171 (SLK), and 197 (SLS AMG) which were produced between 2004 – 2016.

*The largest number of cars being recalled in Malaysia would be from the C-Class (above) and E-Class (below) produced between 2004 and 2016.*

Mercedes-Benz Malaysia and Daimler AG reassures its customers that all its presently produced passenger car models are no longer equipped with Takata (or other manufacturers’) airbags which have ammonium nitrate as the primary propellant. This element was a key factor in the cause of the problem.

Notifications sent out
Mercedes-Benz owners can check their vehicle VIN on the Mercedes-Benz microsite mb4.me/airbagrecall or by calling the Malaysian Customer Care Centre on 1-800-88-1133 to confirm if their vehicle has been identified for this voluntary program. Mercedes-Benz Malaysia urges all affected customers to contact authorized Mercedes-Benz dealers, the Customer Care Centre or use our online booking facility upon the receipt of the notification to replace the airbag, subject to parts availability. The replacement airbag will be provided free of charge if there is a need for it to be changed.

In the event that you are not the original owner, you might not receive any notification as the contact details with MBM may not be updated to yours. You will still be entitled to the replacement (if needed) so contact their Customer Care Centre for assistance.

The explosion that saves lives instead of kills…

Vaccination does not make you immune to COVID-19 infection. You can still get infected and although you may not show symptoms, you can spread the coronavirus to others. Do not stop taking protective measures such as wearing a facemask, washing hands frequently and social distancing.

Mercedes-Benz A45S AMG: The Hot Hatch History Will Never Forget!

There was a time when hot hatches were the ultimate in driving experience. They offered the purest driving experience despite being small in size and power.

Then came the mid-2000s and the power craze that ensued. That’s when all car makers seemed to hurry to lay down as much power as they could as quickly as possible.

This meant doing away with some of the basics that made a hot hatch such as light weight, only the barest of necessities, and as little in the form of driving aids as possible.

That was when the likes of the Ford Focus RS, the Megane RS and Clio RS as well as the Civic Type R reigned supreme. This was in Malaysia of course. Europeans had other contenders, but let’s keep it local. On that note – we also had the Satria GTI (not really mid-2000s) and the Satria R3.

Now though we have the Mercedes-Benz A45S AMG, a hot hatch that is powered by the most powerful four-cylinder ever made.

This AMG is so intelligent that it is able to send power to individual wheels when needed rather than between the front and back axle, like the cheaper but less intelligent A35 AMG. It’s also interesting to note that the engine of the A45S is still made by a single person who then signs off on the engine (shown below), but the A35 though is powered by an engine that was put together on a conventional assembly line.

The A45S AMG offers 421hp and 500Nm of torque.

It does the 0-100km/h in just 3.9 seconds.

These were numbers that Porsche, Ferrari and Lamborghini once offered. Today, these numbers are available in an A-Class.

Let that sink in.

But that aside, the A45S is such an animal to drive, that it almost make you doubt your driving skills.

It makes you think that you don’t have the skills to fully exploit its potential.

At one moment it is just chugging along, and with just a tap of the accelerator it threatens to tear your face off with unbelievable acceleration.

You truly have to feel it at least once in your life. Forget paying for a roller-coaster ride, pay an owner of an A45S AMG to let you feel its launch control.

Let’s start with the design

A standard A-Class on steroids is the easiest way to sum it up. You will probably see a lot of pretenders on the road, those that have spent their fair share of time in a local body shop in Sunway or someplace.

The front aero works are functional though and work to cool the brakes and channel air to the radiator mounted at the bottom of the front bumper.

The design is basically acceptable, except for those fake exhausts that are basically regular exhaust housings for a regular set of exhausts. The kind that you could find on a Proton Iswara.

What about the interior?

A fantastic place to be in and that is putting it lightly. Let’s start with the seats because that’s where you will be spending all your time on whenever you are driving this car.

Fantastic, adjustable and intelligent – that’s how I would describe it.

Not only are the seats in the A45S AMG full sports seats with adjustable side bolstering. But the seats also feature a technology called Mercedes-Benz Seat Kinetics.

This tech is aimed to improve comfort and to safeguard your back and discs. When selected, this mode constantly and minutely adjust the seat settings by a few degrees or millimetres, and it is all aimed at improving comfort over long hours.

Besides that, there is the massive twin-screen Mercedes-Benz User Experience (MBUX) display, with each monitor measuring in at 12.3-inches, which results in a massive 24.6-inch screen just ahead of you.

As you would expect, the MBUX is basically the avatar through which you access all the digital goodies the A45S has to offer. Digital goodies like Apple CarPlay, Android Auto, all the settings of the car, and even the different driving modes.

I like the driving modes because it turns the beast into a little charmer when the going is steady. And you select the different driving modes via a switch at the centre console, or a dial located on the steering wheel. Which curiously looks like it was inspired by Porsche’s boost button that is similarly located at the same place as the Mercedes. Talking about drive modes, this takes me to my next point.

How does it drive?

As you would expect of an AMG – but more! Because of the aforementioned driving modes, the car really does have a near Jackyl & Hyde character at the touch of a button.

Select Race mode and it turns into a fire breathing dragon that will have your passengers unashamedly offering their recently consumed lunch to the floor mats.

This is of course the point at which the car is at its finest. The most AMG you can get in a hot hatch.

In this mode, the acceleration is so fierce that I sometimes forget to breathe. This mode is also way past my skill level so I only dabbled with it a couple of times, for giggles.

In Sport mode though, the car simply offered a glimpse of what it was capable of doing. I am not sure why anyone would select this mode when you can simply go full power in Race mode. Perhaps this is to scare passengers without scaring yourself.

Comfort is the mode I spent most of my time in because I reckon the people who buy this car will be spending a lot of their time commuting in this mode except for that occasional blast up to their favourite roads.

Unless you have a car for different purposes.

Simply put – the A45S AMG has a mode for every mood you are in. And if you don’t know what mood you are in, there is individual mode that lets you select how you want certain elements of the car to feel like. Such as the suspension, the accelerator and the heft of the steering wheel.

But it can also be very tiring to live with. Simply because you are always aware of what is under your right foot, you tend to take short cuts.

Such as when you are cruising along in traffic and see an opening that would get you to your destination quicker. Usually you would not think of such a manoeuvre because it wouldn’t be very nice to cut anyone off.

But with 421hp under your right foot in such a small car, it is as simple as nudging the throttle, and listening to the turbos spool in about a quarter of a second and before you know it you are already in that small opening in traffic. All this without disrupting the pace of traffic, save for that small annoyance to the driver you just cut off.

Should you buy it?

Of course you should! This car will go down in history books as a legend. It is up there with the hot hatch greats such as the Renault 5 Turbo. It is a car that history will remember and will forever speak about as that car that once had the most powerful four-cylinder engine in the world.

It doesn’t only have the most powerful engine, but it is also incredibly fun to drive.

As tiring as it can be, I looked forward to getting into the seat every chance I got.

The interior too can be a charming place to be in. With a Burmester sound system offering a orchestra-ish experience and enough USB plugs to light up an LED christmas tree, it has almost everything you could want.

Buy it if you can. Get someone else to buy it if you can’t afford it. Create opportunities to drive it every chance you get. Because cars like this don’t come often. We motor heads are lucky to be alive during the era of the A45S AMG. Enjoy it any chance you get.

As for the price, Mercedes-Benz Malaysia wants RM437,673.41 for the A45S AMG. Which is a lot of coin for an A-Class. But don’t think of it as an A-Class, because it will never make sense to fork out that much for such a small car. Instead, think of it as a fire-breathing baby-AMG – perhaps then it would make sense.

The explosion that saves lives instead of kills…

There is a scientific theory that a ‘Big Bang’ occurred at the beginning of the universe. Likewise, it was many ‘bangs’ which were at the beginning of a development in the automobile’s history which would save thousands of lives. These were the tests conducted by the engineers at Mercedes-Benz in the 1960s to develop the airbag system which almost every car sold today must have.

“We used missile technology,” Helmut Patzelt, one of the founding fathers of the airbag and an expert in pyrotechnics, remembered. “A missile receives its thrust from discharged gas, and we applied this very principle. The only difference is that we trapped the gas – inside an airbag.”

At the moment of a frontal collision, the airbag starts to inflate at over 300 km/h and immediately after it is fully inflated, the pressure is released to have an absorbing effect. The entire process takes place in the blink of an eye and is certainly much quicker than what this animation shows.

It was with this type of triggering test that Mercedes-Benz began to develop the idea of the airbag in 1967, prompted by two developments which affected automobile design: the rapidly spiralling number of accidents during the 1960s and a resultant series of new laws in the USA, one of which required an ‘automatic occupant protection system’ for every car in the USA from 1969 onwards. “We can no longer tolerate unsafe automobiles,” declared Lyndon B. Johnson, the President of the USA then.

And so it was that previously ignored inventions – for which patent applications had been submitted by German Walter Linderer and American John W. Hedrik as early as 1953 – suddenly took on a whole new meaning. “A folded, deployable receptacle which inflates automatically in the event of danger” was a fascinating idea; yet, at that time, the technology required to make it happen simply did not exist. This was the cue for the automotive engineers to commence their explosive experiments.

By 1970, the pressure on the developers increased when the newly-formed US highway safety authority (NHTSA) stipulated that driver airbags would be a legal requirement for all new cars – starting as early as January 1, 1973. No sooner had it been made a requirement than the airbag became the subject of a long-running dispute. “The airbag will kill more people than it saves,” claimed critical voices that joined the debate in the USA.

As a consequence, the introduction date was changed to 1976. And even after that, the production launch had to be postponed on several other occasions. Alarmist statements and uncertainties had people wondering if the airbag was just ‘a lot of hot air’. Hansjurgen Scholz, who was then project manager for passive restraint systems at Mercedes-Benz, remembered that period only too well: “When a fatal accident involving an airbag occurred in the USA in 1974, most of those involved deserted the project like a sinking ship!” All of a sudden, the development team at Mercedes-Benz found that they were left on their own, without any outside support. Other German manufacturers also failed to see the potential of the life-saving airbag at the time.

But the team of engineers was not ready to give up. “We had recognised the enormous potential of the air cushion. And we were not going to throw away our trump card,” said Professor Guntram Huber, a former director of development for passenger car bodywork at the German carmaker. He would later be awarded the ‘Safety Trophy’ by the American Department of Transportation for his role in the introduction of the airbag.

The inside of a steering wheel with an airbag system. The white section is the folded airbag and below it are the pellets which reaction to generate a gas that inflates the airbag at very high speed – like the firing of a rocket exhaust.

And so it was that, in 1974, Mercedes-Benz decided to go ahead and put the airbag into production, regardless of the seeming negative sentiment in the US market concerning airbags. What’s more, the idea was to offer the safety device in the world market and not just the US alone.

The technological challenges that had to be overcome when developing this innovation, which finally led to the unveiling of the world’s first driver airbag in December 1980, were immense. A new product had to be created entirely from scratch. Problems that required solutions included the sensor-triggered deployment mechanism, the gas generation process, the tear-resistance of the airbag fabric, the effects on health and hearing, functional reliability and the crucial issue of how to prevent unintentional activation. Given the intrepid test methods employed – they were, after all, based on missile technology – the authorities were quick to offer resistance, at first putting the triggering mechanism used to inflate the airbag in the same category as fireworks. In Malaysia too, early perception of airbag systems by the authorities was similar and required companies to have rooms akin to bomb shelters to store airbag systems! For this reason, all those involved in the development of the airbag had to attend an explosives course. Following initial tests with liquid gas cylinders, the breakthrough was finally achieved by using a solid fuel for firing the airbag.

Toxicologists also had their say, querying the emissions left behind inside the car after deployment of the airbag. But the developers were able to allay these fears as well, since the solid fuel pressed into tablet form – consisting of sodium azide, calcium nitrate and sand – left behind predominantly non-hazardous nitrogen gas and small quantities of hydrogen and oxygen. It did, however, get smoky inside the cabin, leading people to sometimes fear that a fire had started.

In their efforts to overcome the technical hurdles before them, many of the ideas the engineers came up with were highly unconventional. Since the sound of the deploying airbag was above the pain barrier but only lasted for 10 milliseconds, the effect on the eardrums could not be clearly ascertained at first. The engineers therefore installed a cage containing 15 canaries in a test car to determine the harmful effects of the noise, gas emissions and air pressure during deployment of the airbag. Not only did all the canaries survive the test, they also remained their usual lively selves…

Testing airbags under development in 1969.

Some 250 crash tests on complete vehicles, around 2,500 sled tests and thousands of component tests provided the airbag pioneers with invaluable knowledge to help the airbag on its way to full series production. The primary concern in all the tests was stopping the car airbag from deploying unintentionally – a horror scenario for the developers. In early tests, the airbag would sometimes go off even when the vehicle was at a standstill, meaning that the engineers also had to develop the electronic system from scratch. The sensor only had a few milliseconds in which to deploy the airbag – still very much a fanciful idea in those days. As if that were not enough, the sensor had to be able to function reliably for several years at extremely low or very high temperatures with constant fluctuations in humidity, depending on the country.

Some 600 test cars took part in road tests, off-road trials and rally events, clocking up in excess of 7 million kilometres, in order to ensure that the sensor could perform its vital, life-saving function. In addition, the engineers, technical experts and office staff had to literally put themselves in the firing line. They sat at the steering wheel to gauge the effects of the airbag as it deployed in an emergency, all under the watchful eye of the project team who recorded the results.

Last but not least, another issue which had to be resolved before the first airbag was allowed to be installed a production car in December 1980. Even 40 years ago, Mercedes-Benz was thinking of the environment and had to consider disposal of airbags; in other words what to do with the airbag when the car reached the end of its life or after it actually did its life-saving work.

Following the world premiere of the driver’s airbag in a W126 S-Class in 1980 (above), the specialists in the safety development department set about building upon their lead, using their know-how to further develop the safety system. This led to the installing a second airbag for the front passenger which was introduced in 1988. Then, in 1992, all Mercedes-Benz models were fitted with a driver’s airbag as standard globally, with the passenger airbag eventually becoming standard as well in 1994.

A further milestone in passenger car safety was achieved in 1995 when the side airbag made its debut in the E-Class following a development period of around 10 years. The side airbag against each front door presented new challenges for the developers as it only had 20 milliseconds in which to deploy following a crash. In contrast, the front airbag enjoyed the comparative ‘luxury’ of around 40 milliseconds (a millisecond is one-thousandth of a second… quicker than even a blink of an eye).

Mercedes-Benz Airbag Story — *Today, most Mercedes-Benz models have multiple airbags systems around the cabin to provide maximum protection during an accident, even from collisions against the sides.*

The next milestone in airbag history – the windowbag – came in 1998. In the event of a side impact, it inflates across the side windows to form a curtain, its large dimensions providing a wide area to protect the heads of both the front occupants and the rear passengers. Windowbags can prevent the head from hitting the side window, roof pillars or roof frame and are also capable of catching any fragments of glass or other objects propelled into the interior following a collision or subsequent roll-over, which constitute an additional injury hazard. They can also prevent people from being ejected during a violent impact.

An early concern was the presence of a childseat on the front seat – a very dangerous situation which manufacturers warn drivers of. The powerful impact of a deploying airbag can force the childseat against the backrest and cause serious injury to the child in it and it will be lethal if the child is facing forward. For this reason, Mercedes-Benz engineers developed automatic child-seat and front-passenger recognition systems which enable the ideal airbag response given the situation in hand. Similarly, the front airbag, sidebag and belt tensioner on the front passenger side are deactivated when the seat is not occupied.

The development of airbag systems has not stopped at Mercedes-Benz. On the contrary, new technologies have improved performance and functions. Today, the airbag has evolved into a highly complex and sensitive electronic system – a high-tech product that adapts to suit the seat occupant and the accident situation, responding accordingly before the driver has even had time to fully register any precarious accident situation. This lightning-fast reaction time is down to electronic triggering sensors and gas generators which allow the front airbags to deploy in stages, depending on the severity of the accident.

The life-saving air cushion will continue to be a vital component at the heart of the safety equipment package for all Mercedes-Benz vehicles. And apart from regulatory requirements, which Mercedes-Benz has always met or exceeded, many future features and improvements will also be guided by what happens in real-life accidents. For the engineers, this means making airbags effective enough to cover a wide range of accident scenarios and ensuring that they can be deployed in accordance with the severity of the accident.

Mercedes-Benz S 680 GUARD 4MATIC comes with protection against bullets and explosives

Mercedes-Benz A-Class Sedan and GLA SUV now available at lower prices with local assembly

The resumption of activities in the car industry seems to be bringing a flood of new models… as if these were all parked in the yards just waiting to be launched. Of course, during the two and a half months of shutdown, plants were not turning out cars so there must be a rush to complete assembly since permission was given to restart from mid-August.

Launched into the market today are the locally assembled versions of the Mercedes-Benz A-Class Sedan and GLA, both offered in Progressive Line (A 200 and GLA 200) and AMG Line (A 250 and GLA 250). Assembling locally at the plant in Pekan, Pahang, means that the entry-level models can be priced lower due to incentives offered by the government. Depending on the model, reductions (compared to the price if the model was imported as a CBU) are up to RM17,100 as the following chart shows:

If the cars are purchased before the end of 2021, there are additional savings from the exemption of sales and service tax which is significant at these pricing levels. And because the models are assembled locally, the exemption is 100%, rather than 50% for models that are not assembled locally. So if you are keen on one, you have about two months left to get it at a cheaper price. Units are immediately available so you won’t be made to wait past the exemption period.

Returning to the new models, both are already familiar to Malaysians, having been available earlier. In fact, the latest GLA was introduced late last year but where the imported CBU GLA 250 had 4MATIC all-wheel drive, the locally assembled one does not. The A-Class Sedan, in its current form, has been in the market since April 2019.

Mercedes-Benz — *The A 200 and GLA 200 have a 1.3-litre turbocharged engine (above), while the A 250 and GLA 250 have a more powerful 2-litre engine (below).*

Same platform and engines
Both models sit on the same platform with MFA2 (Modular Front-wheel drive Architecture 2) which makes it possible for the plant to assemble two different bodystyles. They also share 4-cylinder turbocharged powertrains – the A 200 and GLA 200 using the 1332 cc M282 unit with 163 ps/250 Nm, and the A 250 and GLA 250 powered by the 1991 cc M260 engine that produces 224 ps/350 Nm. The smaller engine is paired with a 7-speed automatic transmission while the bigger one has an 8-speed DCT.

Though the A-Class began life as a hatchback over 20 years ago, the sedan version that was added in 2018 has gained greater popularity, especially in markets like Malaysia. The formal appearance seems to be more appealing to customers and though defined as a ‘compact’ model, it still has pretty good interior space and a generous boot volume.

The cabin has the modern, avant-garde look that characterizes the current generation of models with the 3-pointed star. A lot of attention has been given to the dashboard design and its integration with the interior architecture. The designers completely dispensed with a cowl and created a wing-shaped form that extends without visual discontinuity from door to door. The five air vents are also a highlight of the dashboard with their high-quality turbine look and meticulously designed air guidance vanes.

Intelligent and intuitive MBUX
Also present in all models is the intuitively operated MBUX infotainment system (Mercedes-Benz User Experience). The much-publicised MBUX system comes with standard features, but an owner can very quickly personalize the system with the wide range of options. The intelligent system keeps learning about the owner, enhancing personalization, and the software can also be updated periodically to provide new or improved features.

While the equipment of the Progressive Line is fairly comprehensive and includes extras like a Comfort-oriented suspension option, the AMG Line has sportier features that are in keeping with the high performance image of the sub-brand. These include the detailed grille and larger 19-inch AMG alloy wheels. Incidentally, all variants come with the same LED High Performance headlights as well.

Utility and variability
The GLA, being a SUV, offers more space inside and the occupants are also seated higher up. With ‘utility’ in the middle of its name, there is much utility value with flexibility to move people or cargo or both with variable layouts. The load floor is also height-adjustable and can be configured into a long, almost flat, space all the way to the front seats.

Both models come with many driving assistance systems which offer the driver cooperative support to avoid accidents. The systems can automatically activate the brakes if a collision is imminent and the driver has taken no action to prevent it. In the GLA 250, Blind Spot Assist warns of vehicles, including bicycles, in the blind zone and also signal the driver with a visual warning in the exterior mirror if a vehicle is driving past if the door is about to be opened.

Review: Mercedes-Benz A35 AMG – A double edged sword that will have you loving it and hating it!

Mercedes-Benz to have regional After-Sales Logistics Centre in Malaysia from 2024

Mercedes-Benz has finalized the planning for a regional After-Sales Logistics Centre in Malaysia which will start operations from 2024.The German carmaker has signed a long-term lease agreement for the location and will partner with Tiong Nam Logistics Solutions Sdn Bhd to establish the new facility in Senai Airport City outside Johor Bahru.

The warehouse size of the planned location will be approximately 1,000,000 square feet. The building management system of the new warehouse will be equipped with the latest storage and material-handling systems. Operation of the facility will be by Mercedes Benz Parts Logistics Asia Pacific (Malaysia) Sdn. Bhd, a 100% subsidiary of Mercedes-Benz AG.

Part of global supply chain network
The new distribution centre will be a part of the global Daimler AG After-Sales Supply Chain Network and will serve as a distribution site for spare parts in the Asia-Pacific region and other countries. It will take care of the importation, the storage as well as the regional management of spare parts and accessories distribution.

“With our planned After-Sales Logistics Centre, Mercedes-Benz is committed and will invest to strengthen our foothold in Malaysia. We have found excellent conditions and great support in cooperation with MIDA and the related ministries. Located strategically in Johor Bahru, this new After-Sales Logistics Center will enable us to reaffirm our position as a global and regional distribution hub whilst creating new jobs for the region. Both our customers and our dealer networks will enjoy a good service and high-quality standards through this new infrastructure,” said Thomas Schulz, Vice President Global Service & Parts Operations.

Historically strategic location
Historically, Singapore’s location at the southern tip of the Malayan peninsular has made it a strategic point for trade. It served as an ideal transit point between East Asia and Europe, and even Australia, hence its development as a bustling trading port. Over the years, while Singapore has been an obvious choice for regional storage by various companies, nearby Johor has also become attractive for logistics activities.

*Parts from the regional facility are sent to dealers for use at authorised service centres or for retail sale.*

In 2003, the BMW Group moved its regional parts storage facility from Singapore to the Port of Tanjung Pelepas (PTP) in Johor and then in 2017, it again relocated the facility to an industrial zone adjacent to Senai Airport. The facility is a logistics warehouse and parts distribution centre serving over 20 countries.

The Volkswagen Group likewise moved its regional parts facility from Singapore to PTP in 2016. It stores tens of thousands of parts for the Volkswagen, Audi, Skoda and Volkswagen commercial vehicle brands of the German group for distribution to over 20 markets.

Having a storage facility in Johor (or Singapore) is useful for the carmakers as it can speed up deliveries to customers on this side of the world. Customers will benefit as delivery times can be shortened compared to having them come all the way from Europe. The proximity to the airport as well as the port also mean that logistics can be more efficiently managed.

Upgraded Mercedes-Benz Autohaus in Johor Bahru enhances retail experience for C&C customers

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Mercedes-Benz

The new Mercedes-Benz S 580 e S-Class (W223)

Mercedes-Benz is first carmaker approved to offer Level 3 autonomy in vehicles

Project MAYBACH – a tribute to the late Virgil Abloh

BAS applies maximum braking pressure for shorter stopping distances

A drive to remember with Mercedes-Benz Malaysia and the new E200!

Mercedes-Benz Malaysia issues recall for a large number of vehicles produced between 2004 and 2016

Mercedes-Benz A45S AMG: The Hot Hatch History Will Never Forget!

Let’s start with the design

What about the interior?

How does it drive?

Should you buy it?

The explosion that saves lives instead of kills…

Mercedes-Benz A-Class Sedan and GLA SUV now available at lower prices with local assembly

Mercedes-Benz to have regional After-Sales Logistics Centre in Malaysia from 2024

The new Mercedes-Benz S 580 e S-Class (W223)

Mercedes-Benz is first carmaker approved to offer Level 3 autonomy in vehicles

Project MAYBACH – a tribute to the late Virgil Abloh

BAS applies maximum braking pressure for shorter stopping distances

A drive to remember with Mercedes-Benz Malaysia and the new E200!

Mercedes-Benz Malaysia issues recall for a large number of vehicles produced between 2004 and 2016

Mercedes-Benz A45S AMG: The Hot Hatch History Will Never Forget!

The explosion that saves lives instead of kills…

Mercedes-Benz A-Class Sedan and GLA SUV now available at lower prices with local assembly

Mercedes-Benz to have regional After-Sales Logistics Centre in Malaysia from 2024

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