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เมอร์เซเดส-เบนซ์ แมกกาซีน ฉบับภาษาไทย นิตยสารราย อภินันทนาการแด่ลูกค้าผู้ทรงเกียรติทั่วประเทศที่ซื้อรถยนต์ใหม่จากผู้จำหน่ายรถยนต์เมอร์เซเดส-เบนซ์ อย่างเป็นทางการ ในรูปแบบของ E-Magazine 3 เดือน for iPAD ฉบับ ธันวาคม 2555 นำเสนอ - ทดสอบพลานุภาพ G-Class งามสง่าบนเส้นทางสุดวิบากในอิตาลี - 7 ขั้นตอนสู่ความรื่นรมย์ ระบบส่งกำลัง Speedshift MCT7-speed sports - บันทึกความสำเร็จ เกมแห่งชัยชนะ C-Class Coupe’ - เทคโนโล
Citation preview
Mercedes-Benz
4·2012
endurance test Putting the G-Class through its
paces in the Carrara quarry
rol
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speed Drivers to look out forMagIc Art in the Alpstaste Macaroons from Paris
car cHase Legendary: the 500K
adventure Exploring Africa by balloon and helicopter
www.mercedes-benz.com issn 1617–6677
With 33 years of production under its beltline, the Mercedes-Benz off-roader boasts iconic status and makes a special
kind of statement. On a test run through Italy, this horse-for-all-courses shows off its remarkable versatility.
words michael moorstedt photos marc tr autmann
Gee whiz
1514
a u t o m o t i v e
14 15
1514 14 15
1916
Raring to go: the G-Class is all set for a triathlon of quarry clambering, city chicanes and highway cruising
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SUPREMACY SET IN STONE In the bizarre moonscape of the marble quarry, the off-roader proves its prowess.
1716 17
1916
Stones spray out from under its surging tires, but the G-Class is still
nowhere near its limits
1716 17
a u t o m o t i v e
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The hallmark lines of the G-Class body have remained virtually unchanged over the years
1918 18 19
a u t o m o t i v e
UNSTOPPABLEGullies, gradients, gravel and great chunks of marble – nothing proved too much for the G.
After a day at the quarry, car and tires have
acquired a silky-white coating
1918 18 19
a u t o m o t i v e
20 21
ix letters and a hyphen is all it takes to set
car lovers’ pulses racing. the magic word is
G-Class – that remarkable, almost legendary
powerhouse of a machine. Surely this must be
the most genuine off-roader in the world – the
granddaddy of all Suvs. mercedes-Benz has
been building this iconic automobile for the past
33 years. and the basic shape has remained
largely unchanged. this has nothing to do with
any lack of innovation in the design studio. it’s
just that when it comes to that old designer’s
credo, “form follows function”, there can be few
better examples around. the G-Class still does
exactly what it was designed to do: take an un-
compromising approach to all types of terrain.
You want to go that way? oK, let’s go.
the G-Class enjoys enduring popularity, and
in the past three decades has compiled an im-
pressive catalogue of anecdotes. it is the off-
roader of choice for hunters, the military and
other services; it has won the Paris-Dakar; and
even the Pope relies on its safety at his weekly
general audiences – one of the Papamobiles is a
converted G 500 with mother-of-pearl paintwork
and a removable all-weather dome.
SThree differential locks make clamber-ing and climbing child’s play
The exceptional height of the seating position makes for great visibility, not just in quarries but in narrow streets as well
ves
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20 21
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Exercising the workhorseBut that’s quite enough superlatives and his-
tory lessons. this year, the current G-Class was
given its third facelift. in keeping with tradition,
those striking exterior lines survived virtually
untouched. the right angle remains the right
angle for the G family and it takes an expert eye
to spot the changes. What does shine through,
though, is the switchover to LeD daytime run-
ning lights located beneath the headlamps –
and the door mirrors have been restyled.
take a seat in this big off-roader and all mem-
ories of the robust angular bodywork fade to
gray. in the redesigned interior the eye comes
to rest on the new steering wheel, smart-look-
ing switches and buttons, and the Comand
online infotainment system complete with
GPS navigation and internet connectivity. the
generously dimensioned freestanding screen
above the center console, meanwhile, is now
fitted as standard.
A modest makeover: new door mirrors and LED daytime running lights
Back in town: even at a stand-still, the G makes a splash
22 23
m o B i L
22 2322 23
a u t o m o t i v e
So where better to try out this bullish workhorse
than in the white marble quarries of Carrara.
Set in the north of tuscany, this is where the
stonemasons and sculptors of the Renaissance
sourced the material for artworks as timeless as
michelangelo’s David. over the centuries, their
successors have made countless pilgrimages
to Carrara to choose the ideal blocks of stone,
leaving behind a jagged panorama of unlikely
gradients in a surreal moonscape, criss-crossed
by dusty tracks of white gravel and edged with
uncut chunks of marble. Courtesy of italian art
and architecture, the perfect proving grounds
for the G-Class are therefore located between
Genoa and Pisa. Here, this car can truly show
what it’s made of.
after just a few minutes in the quarry, a sense of
sovereign calm settles over the driver, although
at first it’s hard to put a name to it. the car is
in its element. Dip the gas pedal and the stones
spurt out from beneath the wheels. treacher-
ous rugged trails and steep inclines, deep gul-
lies and fair-sized blocks of stone are all taken
smoothly in its stride. as they developed the
G-Class, the engineers at mercedes-Benz clearly
never wavered in their determination to endow
it with reliability, robustness and almost unre-
stricted off-road capabilities in even the tough-
est terrain.
more than 30 years on, the car has lost none
of these qualities. and now the reason for that
sense of calm becomes clear: it’s a feeling of un-
stoppability, feeding on the fascination of an al-
most primeval yet highly civilized tour de force.
The downtown stress testafter eight hours in the quarry, there’s no option
but to award the G top marks in every category.
the only reservation is a nagging sense of hav-
ing failed to push the 155 kW G-Class Bluetec
anywhere near the limits of its potential. there
was certainly no need to utilize the cool-looking
aluminum buttons that activate the three differ-
ential locks. the fact is that most drivers run
out of courage long before the G-Class hits the
ragged edge. and that has to be a good
FOREVER YOUNGRight angles continue to dominate the lines of the bodywork. The Comand Online infotainment system with large display, navigation system and Internet connectivity are now standard equipment.
22 2322 23
m o B i L
22 23
thing.
So now it’s time for the next test, maybe even
more challenging than Carrara: tackling the
streets of Genoa. at almost five meters (16 ft)
long and weighing more than two and a half
tonnes (2.8 tons), how is the uber-off-roader go-
ing to cope with the narrow and winding alley-
ways and squares of this ancient Ligurian port?
First, though, a trip to the nearest car wash is on
the agenda as the fun and games in the quarry
have draped a white patina all over the glossy
black paint.
Remarkably, in Genoa too the G-Class performs
well. the exceptionally high seat position
gives the driver a clear overview of the bus-
tling streets. instead of blocks of marble, the
obstacles here are madly weaving scooters and
the urban chicanes created by delivery vans
parked at crazy angles. But most of all it’s the
G-Class that causes a stir – at traffic lights and
from passing buses, the admiring glances are
everywhere. and while the driver would love to
think all this non-verbal recognition was aimed
at him, it’s the car and nothing but the car that
is the center of attention.
and so we come to the final discipline in the
grand G-Class triathlon – the freeway run
across northern italy and through Switzerland
back to Germany: 650 kilometers (400 miles) of
high-speed travel. inside the car it’s pleasantly
quiet. the G-Class surges up the alpine hair-
pins on the Gotthard autobahn with effortless
ease – before soaking up the admiration of Suv
owners at the next gas station.
Both gifted and gracefulafter three days with this institution in the
world of 4WD called the G-Class, what impres-
sions remain? that this car is more versatile
than it appears at first glance – gifted over
rough terrain, graceful on the blacktop. that it
cuts a dash both in the quarry and outside the
opera. and that, when you take a seat at the
wheel, you feel equally at ease in over-
Output range155–450 kW
Fuel consumption urban: 22.7–13.6 l/100 km(10.3–17.3 mpg)inter-urban: 13.7–9.8 l/100 km(17.1–24 mpg) combined: 17.0–11.2 l/100 km(13.8–21 mpg)
CO2 emissions
combined: 397–295 g/km(638–474 g/mi)
Energy class G–F
the values stated were calculated according to the measuring methods specified in the currently applicable version of Directive 80/1268/eWG. the data do not relate to a specific vehicle and are not part of the specification, but are merely for the purpose of comparing different vehicle types. the figures are provided in accordance with the German regulation “PKW-envKv” and apply to the German market only.
w w w . m e r c e d e s - b e n z . c o m
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The essence of versatility is a full-blown off-roader that still
feels right when you’re heading for the opera, dressed to kill
24 25
a u t o m o t i v e
STRIKING GOOD LOOKS even in the background, some profileswill always stand out from the crowd.
24 25
udi Klein was an eccentric
guy with a brusque side
that was easily roused. Peo-
ple who knew him tell of his
hostility towards outsiders
(like me) who came asking
questions about his cars. A former butcher of
German extraction, Klein set up shop in Los An-
geles in 1967 as a purveyor of extremely rare
A U T O M O T I V E T A L E S
Trash totreasurei llustr at ion 500 gls
For many years, Rudolf Caracciola’s Mercedes-Benz 500K was effectively registered missing. U.S. reporter Michael Mraz set out in search of the legendary car, picking up a trail that led to a dusty Los Angeles salvage yard.
rcar parts for restorers and wealthy collectors.
reacting with characteristic pique to an ap-
plication for an injunction tabled by a German
sports car manufacturer, he renamed his firm
Porche Foreign Auto.
Since Klein’s death in 2001, his two sons, Jason
and Ben, have overseen the family business,
and I have them down as my next port of call.
Buried within their melting pot of metalwork,
you see, lies a trove of
automotive treasure. My
information is that here, perched
on a set of flat tires and covered in grime, sits
the Mercedes-Benz 500K that was built in 1935
for German racing star rudolf Caracciola (1901-
1959). Informed estimates put the rare four-
wheeler’s potential auction value at a cool 10
million dollars.
32
A u t o M o t I v e
vine, California – felt like he’d stumbled onto the
set of an offbeat film noir, when he came across
“all these ultra-exotic vehicles rotting away in
front of my eyes”.
If cars could tell their own stories, the 500K
would treat us to a real crime yarn. The tale be-
gins in 1930, during the Mercedes-Benz Silver
Arrows’ era of domination in grand prix racing.
Racking up feats in the cockpit few others
Shades of an offbeat film noir The first few times I stopped by at Porche For-
eign Auto in South Central Los Angeles, I was
swiftly sent on my way again – politely, but in
little doubt that I had outstayed an already brief
welcome. The 500K had plenty of stories to tell,
Jason Klein told me. “But you’ll have speak to
my brother Ben if you want to know more.” The
problem was that Ben had absolutely no inclina-
tion to speak to me. So off I went to find another
of the select few who might have set eyes on
Caracciola’s 500K.
Well-known U.S. car collector Bruce Meyer re-
calls a past visit to the Kleins’ dilapidated ware-
house. There, wedged between the scrap, he
found vintage automobiles worth millions “piled
up like firewood”. Meanwhile, Mike Kunz – man-
ager of the Mercedes-Benz Classic Center in Ir-
A POWERFUL PRESENT for Rudolf Caracciola, star racing driver of the 1930s.
33
the war – beneath a dung heap in Ethiopia. “It’s
incredible what you can find hidden under piles
of mess,” says Tom Hanson, car parts expert at
Mercedes-Benz Classic in Irvine, as he picks up
the story of the 500K. Long Beach-based Bugatti
collector Milton Roth acquired the 500K at auc-
tion in the early 1960s. In 1965, another owner
brought it along to Hanson’s father, Dale, who
had carved out a niche restoring luxury cars. The
car was in pretty shoddy condition: “We needed
two low-loaders just to keep all the parts of the
big old girl together,” recalls the now 86-year-
old Hanson senior. “It was only when you got up
close that it was recognizable as a Mercedes.”
Little more than a year later, Hanson had re-
stored the 500K and was presenting it to whoops
of excitement at the 1966 Pebble Beach Con-
cours d’Elegance; Hanson’s gem finished second
in its class at the classic car get-together. Over
the years that followed, the 500K won about as
many trophies at shows as Caracciola earned on
the race track. The Roadster made its last ap-
pearance at Pebble Beach in 1978, when it was
crowned best in class (the latest in a string of
successes). Not long afterwards, it was bought
by Rudi Klein – an outsider viewed in collectors’
circles as a bit of a horse trader – and the 500K
duly vanished off the radar.
Having pulled together the varying threads
of the story, I made another attempt to catch a
glimpse of the car in the metal. The Kleins’ place
may be just 350 miles (560 km) south of Peb-
ble Beach, where the 500K celebrated its most
recent major success, but it might as well be on
another planet. Mountains of scrap metal and
towers of used tires line the streets of South
Central Los Angeles. I ring the bell at the yard
and Jason Klein appears. I’m about to introduce
myself again, but he quickly interrupts me; he
knows who I am. Again he tells me I need to
speak to Ben, but Ben isn’t there. And “I don’t
run his diary for him.”
So far, so discouraging. However, after a few
unanswered phone calls, Ben agrees to email a
reply to my questions. Not that he answers my
request to see, or even photograph, the 500K –
apparently holed up in a warehouse outside the
Kleins’ main premises. He’s equally cagey when
it comes to another issue. Just over 10 years ago,
Mercedes set out to arrange a loan agreement
with the Kleins and give the 500K its own dedi-
cated room in the Museum. But the proposed
deal was cut adrift after Rudi Klein died in 2001.
With that in mind, I ask Ben Klein how he sees
the future for the one-off car with the fascinat-
ing past. Will Caracciola’s 500K embark on a
final voyage to its native land? Will this piece of
history be offered up for sale and be given the
chance to break auction records? Or will it con-
tinue to eke out an existence as a dust collector?
Ben Klein remains tight-lipped. But he does let
an intriguing little nugget slip when I ask him
whether his father was more proud of the 500K
than his other automotive beauties. “That’s for
sure,” writes the son of the former butcher, who
perhaps wasn’t quite the hard-hearted bruiser
his reputations suggests. “He carried a photo of
the car in his wallet.”
could match was Rudolf Caracciola, who tasted
glory in the German Grand Prix on six occa-
sions. It is a record that remains unbroken to
this day (even Michael Schumacher has “only”
four Formula 1 German GP wins to his name).
As a token of appreciation, Mercedes presented
its celebrity driver of the 1930s with a 500K
“Roadster Limousine”, a stylish one-off model
custom-built for Caracciola’s personal use.
Sitting out the war in a dung heap Where the trail gets murky is the point at which
Caracciola and his Mercedes-Benz masterpiece
went their separate ways – and why. His chest-
nut-colored 500K eventually resurfaced shortly
before World War II in a Parisian luxury car
dealership. There it was bought by Benito Mus-
solini for his son-in-law, the Italian foreign min-
ister Galeazzo Ciano, who had played a valuable
role for the Duce in his occupation of Ethiopia.
In contrast to Ciano, who fell (fatally) from Mus-
solini’s favor, the 2.7-tonne (3-ton) car survived
via Paris and Ethiopia to Los Angeles. Next stop: private collection, museum or auction?
A u T O M O T I v E
34
A B L I N K O F A N E Y E and the power pours on again. The barely perceptible gear change takes
just 100 milliseconds or so. Even sports car purists would be forced to admit that not even the deftest
of hands could propel a shift lever through the gate with such alacrity. The Speedshift MCT 7-speed
sports transmission in the new CLS 63 AMG Shooting Brake also double-declutches with a throaty
growl for a more dynamic edge and added pleasure. It all adds up to an automatic transmission that
sets pulses racing, while saving fuel, too.
1 P O W E R F L O W Multiple-clutch plates running in an oil bath ensure direct, spontaneous power trans-mission – a foreign concept to conventional automatic transmissions with their torque converters. This construction goes by the abbreviation MCT, standing for Multi-Clutch Technology.
1
Sporty, direct, efficient and smooth: the Speedshift MCT 7-speed sports transmission promises a flying start every time.words tob ias nebl i llustr at ions 500 gls
7 S T E P S T O H A P P I N E S S
Slick shifter
46 46
3 R AC I N G S TA R TThe Race Start function turns every red light into a pole position. A simple press of a button prompts the electronics to maximize traction at the drive wheels and set the opti-mum rev speed for starting off. A quick flick of the shift paddle to confirm, then floor the gas – the transmission takes care of the rest.
4 L I G H T W E I G H T D E S I G NThe Speedshift transmission’s low rotating
masses mean extra agility. Magnesium is
employed to trim the weight to a benchmark-
setting 83 kilograms (183 lb). Another inno-
vative feature is the space-saving location of
the transmission control unit in the oil sump.
2
3
4
CLS
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onsu
mpt
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7.8
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.1 l/
100
km
(16.
8/30
.1/2
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); CO
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com
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d: 2
35 g
/km
(378
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F
2 F R E E D O M O F C H O I C EFour driving modes are available: the Controlled Efficiency mode saves fuel with early upshifts and a start/stop function. In Sport and Sport Plus, the transmission holds on to the gears for longer and downshifting becomes more dynam-ic. The Manual mode produces scintillating shift times on a par with Formula 1.
p e r f o r m a n c e
47
s u c c e s s s t o r y
Sporting triumphMercedes-Benz has a long tradition of building powerful two-door cars – quick, fleet-footed coupes with a penchant for the dynamic.words christof v ieweg photos/cgi rt t
50
M o d e r n
51
52
m o d e r n
bursting with POwErand the agility to rouse the fun receptors, this Coupe turns every corner into an experience.
53
54
m o d e r n
THE SHORT, CRISP TAIL,flowing lines and clearly defined wedge shape of the body lend a distinctive character to the Coupe’s design.
55
character, very much like the people who would
hope to buy them. The C-Class Coupe fulfills this
brief with a flourish, stealing the glance with its
flowing lines, arching roof and short, crisp tail.
A character line rises from the front wheel arch
towards the rear, lending structure to the car’s
flanks. It extends precisely into the upper edge
of the rear apron, which itself forms a seamless
continuation of the low-slung, wedge-shaped sil-
houette. The rear bumper was also designed spe-
cially for the C-Class Coupe. It creates a muscular
impression and defines the athletic appearance
of the two-door model – above all in the Sport
version, which ups the dynamic ante another
notch with options such as lowered suspension
and a rear spoiler. The C-Class Coupe embodies
what might be called expressive design with a
sporting edge, cut from a single mold.
Part of an established model family The Coupe’s lounge-style interior picks up the
exterior’s athletic theme. Among its foremost
sporting features are a leather-trimmed three-
spoke steering wheel and specially developed
front seats offering excellent lateral support –
oupes refresh the parts other cars
can’t reach. They blend sporting tal-
ent with elegance and style, and are
designed with connoisseurs of beauty
in mind. Their charms may have fallen on inat-
tentive eyes over years gone by, but now their
popularity is blinding.
Mercedes-Benz boasts an enduring reputation
for designing expressive cars fitting the coupe
template. While the early models developed in
Carl Benz’ and Gottlieb Daimler’s day were effec-
tively an evolution of the horse-drawn carriage,
the majestic supercharged “Kompressor” sports
cars of the 1930s penned the opening chapter of
what was to prove a resounding success story for
Mercedes Coupes. 75 years ago, Mercedes-Benz
presented the 320n, the great-grandfather of to-
day’s mid-range C-Class Coupe. And ever since,
one principle above all has held sway in Stuttgart
when it comes to Coupe design: individuality.
The company’s development engineers are keen
to ensure that their Coupe models are not just
Sedans with a sawn-off tail, but join the line-up
as stand-alone models in their own right. Indeed,
the aim is for them to have their own individual
even through briskly taken corners. Rear pas-
sengers, meanwhile, can relax into a pair of in-
dividual seats. The Coupe’s 450 liters (15.9 cu.
ft) (acc. to the VDA measuring method) of trunk
space is only 25 liters (0.88 cu. ft) short of that
in the C-Class Sedan, equipping the stylish
two-door Coupe impressively for epic shopping
trips and holiday travel, and allowing it to make
a compelling case as an everyday companion.
While its design majors on individuality, the
two-door’s technology points directly to mem-
bership of an established and successful model
family. The Coupe can be ordered with all the
C-Class’ state-of-the-art engines (from the fru-
gal 4-cylinder to the bubbling power of the V-8),
not to mention proximity radar, an emergency
braking system and other electronic aids which
spring to the driver’s assistance in critical situa-
tions. The optional multimedia system Comand
Online, meanwhile, ensures that the Coupe is
tuned into the Internet – as well as the sporting
instincts of its driver – at all times.
C
A fresh radiator grille design gives the car a distinctive face
s tat s
C-Class CoupeOutput range115–380 kW
Fuel consumption urban: 18.2–5.6 l/100 km (12.9–42.0 mpg)inter-urban:8.8–3.7 l/100 km (26.7–63.6 mpg)combined:12.2–4.1 l/100 km (19.3–57.4 mpg)
CO2 emissions
combined:286–109 g/km (460–175 g/mi)
Energy class G–A
The values stated were calculated according to the measuring methods specified in the currently applicable version of Directive 80/1268/EWG. The data do not relate to a specific vehicle and are not part of the specification, but are merely for the purpose of compar-ing different vehicle types. The figures are provided in accordance with the German regulation “PKW-EnVKV” and apply to the German market only.
w w w . m e r c e d e s - b e n z . c o m
56
M O D E R n
s a f e t y
Blind spot zapper
m o d e r n
66
ook to the front, check the right and left exte-
rior mirrors; then, to make extra sure, a quick
glance back over the passenger seat backrest,
before finally, gingerly reversing out of a very
narrow driveway. Even if you religiously apply
everything once learned at driving school, an
element of the unpredictable always lingers –
whether it’s the rolling ball in your blind spot
or the child that’s running after it.
Moments like this are every driver’s night-
mare, especially in an SUV where the raised
seat position makes it difficult to spot every-
thing. Mercedes-Benz now promises to resolve
this dilemma with the aid of a 360° camera.
I test it out in a Mercedes GL: when I select
reverse gear, the camera system that is linked
to the Parktronic parking aid rises up automati-
cally. A crystal-clear view of the situation be-
hind my car appears in the display, alerting me
to any obstacles that are difficult to see from
the driver’s perspective.
LEven exiting a narrow
drive is no problem: nothing escapes the 360° camera
Reversing out or maneuvering in the dark – situations that call for skill and, even then, are never without risk. The new 360° camera has the answer. A practical test in the SUV.words jo cl ahsen photos steffen jahn
Better control of risky situations: the display shows everything, even what’s behind the car
Don’t look back – the camera above the license plate does that for you
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A panoramic view: all-round safety in the GL
The inconspicuous lookout under the star shows the surrounding area when driving forward, too
The display shows obstacles at the front in positions that are
awkward for SUV drivers to see
m o d e r n
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I now switch to the forward view at the push of
a button, and then to the virtual bird’s-eye view.
I’m astounded by what I see, and compare the
image in the display with the real world outside
using the exterior and rear-view mirrors. It really
does match up – looking round the vehicle, ev-
erything is exactly where it is shown in this view
from above.
Sharp, high-resolution picturesIt’s all down to the camera system’s four “eyes”,
located at the front in the radiator grille, on the
bottom of the exterior mirror housings and above
the rear license plate. Positioned behind the one-
megapixel lenses are powerful CMOS sensors,
which compile the information into configurable
images with the aid of metal-oxide semiconduc-
tors and the Comand system. 180° fields of vi-
sion in each case guarantee an all-round view in
sharp resolution, meaning you can say goodbye
to blind spots. These four lookouts miss nothing
in an area three meters (approx. 10 ft) to the
front or rear of the car and two and a half me-
ters (approx. 8 ft) to either side. Absolutely noth-
ing – even at night-time, thanks to the infrared
headlights.
Furthermore, dynamic yellow guidelines ap-
pear, indicating the best line to take in order to
safely pilot the car through the tight space. In
theory, I could now rely on just the all-seeing
technology to navigate my way out of the nar-
row gateway, but in fact I keep checking the
mirrors as well as watching the display. The GL
has barely reached the sidewalk after reversing
along the wall when I see the camera’s field of
vision open up to reveal the view to the left and
right of the gateway.
It’s fair to say that the view is vastly superior to
what you can see with your own eyes. It’s as if
you’ve switched from flying by sight – with the
help of radar – to instrument flight, and it gives
me a sense of reassurance that I have never felt
before in such situations.
But there’s more: switching the display to split-
screen mode minimizes the GL’s size – virtually
speaking, of course. The vehicle’s flanks, more-
over, can be pushed together electronically to
remove any trace of the interior from the image,
while the areas to the left and right are moni-
tored with hawk-like eyes. It’s even possible to
depict views that are not actually physically pos-
sible: for instance, the camera system can pro-
vide imagery from a height of over three meters
(10 ft), even when the parking deck ceiling is
just a few inches overhead. One especially prac-
tical touch is the flap that masks the eye at the
rear while driving to protect it from rainwater
or slush. The flap opens again automatically as
soon as the 360° camera is activated.
Besides guarding against damage to the body-
work, the cameras join forces with the steering
motors to help me to find a parking space as well.
The 360° camera system in a Mercedes-Benz
GL can offer more peace of mind than any other
assistance system, even in tricky maneuvering
situations. And it helps to banish those night-
mare moments.
FOUR EYES INSTEAD OF TWO allow views to be visualized which cannot physically be seen.
Bird’s-eye view: the camera in the exterior mirror (top) and the yellow guidelines (right) help with tricky maneuvering situations
Output range190–410 kW
Fuel consumptionurban:15.8–8.1 l/100 km(14.9–29 mpg)inter-urban:10.3–6.9 l/100 km(22.8–34 mpg)combined:12.3–7.4 l/100 km(19.1–31.8 mpg)
CO2 emissions
combined:288–192 g/km (463–309 g/mi)
Energy classE–B
The values stated were calculated according to the measuring methods specified in the cur-rently applicable version of Direc-tive 80/1268/EWG. The data do not relate to a specific vehicle and are not part of the specification, but are merely for the purpose of comparing different vehicle types. The figures are provided in accordance with the German regulation “PKW-EnVKV” and apply to the German market only.
s tat s
GL-Class
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