The Mercedes-Benz E Class has long been synonymous with luxury and performance, but how does the 2005 model fare when it comes to safety? For prospective owners and safety-conscious drivers, understanding the crashworthiness of a vehicle is paramount. This article delves into the safety performance of the Mercedes E 2005, drawing upon rigorous testing conducted by the Insurance Institute for Highway Safety (IIHS). Specifically focusing on models manufactured after December 2002, which incorporated crucial structural enhancements, we will explore how the E Class holds up in a frontal offset crash scenario.
The IIHS, a reputable organization for vehicle safety testing, put the Mercedes E Class through a demanding 40 mph frontal offset crash test against a deformable barrier. This test simulates a real-world collision, providing valuable insights into occupant protection. Let’s examine the results and understand the safety ratings awarded to the Mercedes E 2005.
| Evaluation criteria | Rating |
|---|---|
| Overall evaluation | G |
| 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 Dummy movement was reasonably well controlled. During rebound, the dummy’s head moved partway out the open window and hit the B-pillar and window frame. | A |
The table above summarizes the crash test performance of the Mercedes E 2005. The “Overall Evaluation” and “Structure and safety cage” categories both received a “Good” rating, the highest possible, indicated by “G”. This signifies that the structural design of the Mercedes E 2005 effectively maintained its integrity during the crash, providing a robust safety cage for the occupants.
Action shot depicting the Mercedes E 2005 during the frontal offset crash test, showcasing vehicle deformation and impact dynamics.
In terms of “Driver injury measures”, the Mercedes E 2005 also demonstrated commendable performance. All individual body regions assessed – Head/Neck, Chest, and Leg/Foot (both left and right) – achieved “Good” ratings. This suggests a low risk of significant injuries to the driver in a similar frontal offset crash.
Post-crash dummy positioning inside the Mercedes E 2005, illustrating the well-preserved driver survival space and minimal intrusion into the occupant compartment.
The “Driver restraints and dummy kinematics” were rated as “Acceptable” (A). While dummy movement was generally well-controlled, the test noted that during rebound, the dummy’s head made contact with the B-pillar and window frame after moving partway out of the open window. It’s important to note that despite this contact, head acceleration from this impact was measured as low.
Close-up view of greasepaint markings on the B-pillar and window frame inside the Mercedes E 2005, indicating the area of dummy head contact during the crash test rebound.
Further supporting the “Good” ratings for leg and foot injury measures, technical measurements revealed low forces on the legs and feet of the crash test dummy. This reinforces the conclusion that significant injuries to these lower extremities would be unlikely in a real-world frontal offset crash in a Mercedes E 2005.
Image focusing on the dummy’s leg and foot region following the Mercedes E 2005 crash test, highlighting the minimal deformation and low forces experienced in this area.
The technical measurements provide a deeper dive into the performance of the Mercedes E 2005 during the crash test.
Measures of occupant compartment intrusion on driver side
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CEF0308 |
| Footwell intrusion | |
| Footrest (cm) | 3 |
| Left (cm) | 7 |
| Center (cm) | 9 |
| Right (cm) | 4 |
| Brake pedal (cm) | 5 |
| Instrument panel rearward movement | |
| Left (cm) | 0 |
| Right (cm) | 0 |
| Steering column movement | |
| Upward (cm) | 1 |
| Rearward (cm) | -2 |
| A-pillar rearward movement (cm) | 1 |
Driver injury measures
| Evaluation criteria | Measurement |
|---|---|
| Test ID | CEF0308 |
| Head | |
| HIC-15 | 230 |
| Peak gs at hard contact | 40 |
| Neck | |
| Tension (kN) | 1.4 |
| Extension bending moment (Nm) | 24 |
| Maximum Nij | 0.30 |
| Chest maximum compression (mm) | 35 |
| Legs | |
| Femur force – left (kN) | 2.8 |
| Femur force – right (kN) | 2.4 |
| Knee displacement – left (mm) | 0 |
| Knee displacement – right (mm) | 0 |
| Maximum tibia index – left | 0.45 |
| Maximum tibia index – right | 0.71 |
| Tibia axial force – left (kN) | 1.7 |
| Tibia axial force – right (kN) | 3.8 |
| Foot acceleration (g) | |
| Left | 48 |
| Right | 60 |
These measurements quantify the structural integrity and occupant protection offered by the Mercedes E 2005. Low intrusion values and favorable driver injury measures reinforce the “Good” overall safety rating.
In conclusion, the IIHS crash test results indicate that the Mercedes E 2005 (models built after December 2002) provides a high level of safety in frontal offset crashes. Its “Good” overall rating and strong performance across key evaluation criteria make it a safe choice for drivers and passengers alike. While the dummy’s head contact during rebound is noted, the low head acceleration and “Acceptable” rating in that specific area do not significantly detract from the vehicle’s overall robust safety profile. For those considering a Mercedes E 2005, these safety ratings offer valuable reassurance.
