The Mercedes E Class 2003 marked a significant redesign, and models manufactured after December 2002 incorporated structural enhancements specifically aimed at improving occupant safety in frontal offset collisions. This article delves into the crashworthiness of the Mercedes E Class 2003, based on evaluations conducted by the Insurance Institute for Highway Safety (IIHS).
The IIHS subjected a 2003 Mercedes-Benz E 500 4-door, representing the updated design, to a 40 mph frontal offset crash test against a deformable barrier. This rigorous test assesses how well the vehicle protects its occupants in a common type of serious collision.
| 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 |
This table summarizes the crash test performance of the Mercedes E Class 2003. An overall evaluation of “Good” (G) indicates a high level of safety performance in this demanding test. Crucially, the structure and safety cage of the vehicle also earned a “Good” rating, signifying that the fundamental structural integrity of the car is maintained during the crash, which is vital for occupant survival space.
Action shot of the Mercedes E Class 2003 during the frontal offset crash test.
Looking at driver injury measures, all categories – head/neck, chest, and legs/feet – received “Good” ratings. This demonstrates effective protection across critical body regions. The “Acceptable” (A) rating for driver restraints and dummy kinematics notes that while dummy movement was generally well-controlled, there was some head contact with the B-pillar and window frame during rebound. However, it’s important to note that head acceleration from this contact was measured as low, minimizing potential injury.
The position of the crash test dummy inside the Mercedes E Class 2003 after the impact, showing well-maintained survival space.
The post-crash dummy positioning further reinforces the strong safety performance. As seen in the image, the dummy’s position relative to the steering wheel and instrument panel indicates that the driver’s survival space was maintained to a high degree. This is a critical factor in preventing serious injuries in frontal collisions.
Greasepaint on the B-pillar of the Mercedes E Class 2003 showing the point of head contact during the crash test, with low head acceleration recorded.
Analysis of the lower body region of the dummy in the Mercedes E Class 2003 crash test, indicating low forces on legs and feet and minimal injury risk.
Detailed technical measurements from the crash test provide further insights. Low footwell intrusion measurements across various points (footrest, left, center, right, brake pedal) demonstrate that the footwell area remained largely intact. Minimal rearward movement of the instrument panel and steering column, along with slight upward and rearward steering column movement and A-pillar movement, all contribute to maintaining occupant space and reducing injury risk.
Technical measurements for this 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 |
Driver injury measures are also reassuring. Low HIC-15 and peak gs values for head impact, along with acceptable neck tension, extension bending moment, and Nij values, indicate a low risk of head and neck injuries. Chest compression was also well within acceptable limits. Leg and foot injury measures, including femur forces, knee displacement, tibia index, tibia axial force, and foot acceleration, were all low, suggesting a minimal risk of significant lower extremity injuries in a similar frontal offset crash.
In conclusion, the Mercedes E Class 2003, specifically models built after December 2002, demonstrates robust crashworthiness based on the IIHS frontal offset test. The “Good” overall rating and “Good” ratings across key injury measures highlight the vehicle’s ability to protect occupants in a significant frontal impact scenario. This data provides valuable insights for those considering a Mercedes E Class 2003, particularly regarding its safety performance.
