Mercedes F 500 Mind Concept 2003

The Mercedes F 500 Mind Concept was first introduced at Tokyo Motor Show in 2003. Packaged as a stylish fastback saloon, this pioneering vehicule showcases more than a dozen technical ideas for enhancing the safety, drive technology and comfort of future Mercedes passenger cars.

The Mercedes F 500 Mind is not just a concept car but more than that a laboratory bench on wheels. Researchers have been using the four door saloon to conduct the first practical tests of various innovative systems and to pave the way for their introduction into series production. The F 500 Mind is therefore designed as a mobile research laboratory, and is fitted with a lavishly equipped laboratory bench on the passenger side of the vehicule. The bench folds out towards the rear and can be operated from the right hand single seat at the back of the car.

Measuring 5092 by 1889 mm, the research vehicule is 49 mm longer and 34 mm wider than the current S-Class. The biggest difference is in terms of height. At 1534 mm, the F 500 is 90 mm taller than the range topping Mercedes model.

Drive concept: V8 diesel engine and electric motor form high performance duo toward hybrid propulsion. The V8 Diesel produces maximum 250 hp and peak torque of 560 Newton metres. The Electric motor is 50 kW and produces peak torque of 300 Newton metres. The electric motor is mounted between the engine and the modified automatic transmission

The rear doors offer flexible opening in the form of two way doors with conventional or center opening. In conventional method the large rear doors can be opened forwards to a maximum angle of 90 degrees independently of each other. If more convenient access to the rear is desired, the shortened B-pillar, which is normally connected to the door sill, can be desengaged, allowing rear hinged opening of the rear door together with the B-pillar to an angle of up to 90 degrees.

Body structure with central pillar inside the vehicule: The unique two way door technology and the absence of full B-pillar presented the researchers with something of a challenge when it came to ensuring the structural rigidity of the body. Computer analyses gave Stuttgard engineers the idea of using a central interior pillar. The central pillar provides a sturdy connection between the transmission tunnel and the y-shaped roof structure. Together with a cross member in the floor and strong sill members which come into play in the event of a side impact, the central pillar provides high flexural and torsional rigidity. This central pillar was designed slightly curved in order to ensure good rearward and side ways visibility for the driver. The air conditioning system was integrated with the central pillar and individually adjustable ventilation outlets for the rear passengers have been fitted.

Electronic pedals were fitted in place of mechanically operated pedals in order to gain room by gaining on pedal travel space. The passenger compartment could be moved 120 mm forward with these electronic sensors equipped pedals.

Control and central display concept incorporates multivision technology for the cockpit. The centrepieces of the instrumentation and control system is a newly developped multivision display incorporating the speedometer, rev counter, navigation display and various other instruments. The innovative technology allows the driver to individually programme the display so that he has a view of all the informations he requires. He can change between displays simply by pressing a button on the steering wheel.

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