The 1998 Mercedes-Benz E-Class, specifically models manufactured between January 1997 and February 2000, underwent rigorous crash testing to evaluate its safety performance. This evaluation, conducted by the Insurance Institute for Highway Safety (IIHS), assessed the vehicle’s structural integrity and occupant protection in a frontal offset crash.
The test involved a 40 mph frontal offset impact into a deformable barrier, simulating a real-world collision scenario. The tested vehicle was a 1997 Mercedes-Benz E 420 4-door, representing the E-Class models with structural enhancements implemented to improve frontal crash protection. It’s important to note that these ratings apply to models built within the specified timeframe, as later 2000 E-Class models and onwards featured further structural changes. Vehicle manufacturing dates can be found on the certification label typically located on or near the driver’s side door.
The 1998 Mercedes-Benz E-Class achieved an overall evaluation of “Acceptable” (A) in this frontal offset crash test. A detailed breakdown of the evaluation criteria reveals strengths and weaknesses in its crashworthiness.
| Evaluation criteria | Rating |
|---|---|
| Overall evaluation | A |
| Structure and safety cage | G |
| Driver injury measures | |
| Head/neck | G |
| Chest | G |
| Leg/foot, left | G |
| Leg/foot, right | G |
| Driver restraints and dummy kinematics | P |
The structure and safety cage of the 1998 Mercedes-Benz E-Class were rated “Good” (G), indicating that the vehicle maintained its structural integrity well during the crash. This is crucial for occupant survival space. Similarly, the driver injury measures for head/neck, chest, and legs/feet were all rated “Good” (G), suggesting a low risk of significant injuries in these areas. This demonstrates effective occupant protection within the vehicle.
Action shot during the frontal offset crash test of a 1998 Mercedes-Benz E-Class, highlighting vehicle deformation and impact dynamics.
However, the evaluation for driver restraints and dummy kinematics was rated “Poor” (P). The dummy movement was not well controlled during the crash. Notably, the dummy’s head contacted the window sill during rebound, and there was excessive upward movement of the steering wheel. A concerning issue was the driver door opening late in the crash. While this specific instance did not significantly impact dummy movement, door opening during a crash is a serious safety concern as it could lead to partial or complete occupant ejection in different accident scenarios.
Image showing the maintained survival space of a 1998 Mercedes-Benz E-Class after a frontal offset crash, despite roof rail buckling and driver door opening.
Despite some buckling observed in the roof rail, the occupant survival space was generally maintained well. This positive aspect was, however, overshadowed by the driver door opening incident, emphasizing an area needing improvement in vehicle safety design.
Energy-absorbing padding in the footwell of a 1998 Mercedes-Benz E-Class, designed to mitigate leg injuries in frontal collisions.
An interesting design feature of the 1998 Mercedes-Benz E-Class is the energy-absorbing padding located between the footwell and floor carpet. This feature is specifically engineered to reduce forces on the driver’s legs in severe frontal crashes, further contributing to occupant safety.
Close-up of the opened driver door of a 1998 Mercedes-Benz E-Class following a frontal offset crash test, indicating a potential safety concern.
Technical measurements from the crash test provide further insight into the vehicle’s performance.
Measures of occupant compartment intrusion on driver side
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CF97005 |
| Footwell intrusion | |
| Footrest (cm) | 14 |
| Left (cm) | 19 |
| Center (cm) | 17 |
| Right (cm) | 13 |
| Brake pedal (cm) | 15 |
| Instrument panel rearward movement | |
| Left (cm) | 5 |
| Right (cm) | 3 |
| Steering column movement | |
| Upward (cm) | 10 |
| Rearward (cm) | 3 |
| A-pillar rearward movement (cm) | 9 |
Driver injury measures
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CF97005 |
| Head | |
| HIC-15 | 305 |
| Peak gs at hard contact | 29 |
| Neck | |
| Tension (kN) | 2.0 |
| Extension bending moment (Nm) | 19 |
| Maximum Nij | 0.37 |
| Chest maximum compression (mm) | 35 |
| Legs | |
| Femur force – left (kN) | 5.5 |
| Femur force – right (kN) | 3.2 |
| Knee displacement – left (mm) | 5 |
| Knee displacement – right (mm) | 2 |
| Maximum tibia index – left | 0.33 |
| Maximum tibia index – right | 0.43 |
| Tibia axial force – left (kN) | 0.6 |
| Tibia axial force – right (kN) | 0.6 |
| Foot acceleration (g) | |
| Left | 76 |
| Right | 68 |
In conclusion, the 1998 Mercedes-Benz E-Class demonstrated robust structural performance and good occupant injury protection in key areas during the frontal offset crash test. While the issue of the driver door opening and less-than-ideal dummy kinematics are noted concerns, the vehicle generally provided a good level of safety for its time, particularly in terms of structural integrity and minimizing injury risks to the head, chest, and legs in frontal collisions. For prospective owners of a 1998 Mercedes-Benz E-Class, understanding these safety aspects is crucial in making informed decisions.
