Mercedes-Benz plans more than 40 new models by 2027 across electric and hybrid powertrains
Mercedes-Benz says it will launch more than 40 new models in less than three years, combining modular electric and hybrid powertrains with data-driven development and Formula 1 technology transfer.
- More than 40
- 1,205 km
- 170 kW + 23 kW
- Up to 30%
What Happened
Mercedes-Benz plans to launch more than 40 new models in less than three years, its largest model offensive ever, with the rollout due by the end of 2027, and says it will offer the right powertrain for customer needs worldwide, whether fully electric or hybrid. The company bases this on data-driven development, digital simulation, intensive test-bench work and more than 140 years of engineering experience. It says connected vehicles provide insights from billions of anonymized real-world driving kilometres, helping it understand how customers actually use their cars and develop suitable powertrains that are simulated and validated on the test bench long before they reach the road. Intelligent modularity lets Mercedes-Benz scale powertrains, batteries, vehicle architectures and software across many models, while the Mercedes-Benz Operating System (MB.OS) connects central vehicle functions in an intelligent, adaptable and update-capable system regardless of powertrain. Mercedes-Benz is marking 140 years of innovation, tracing the story to Carl Benz's patent for the first automobile 140 years ago and Gottlieb Daimler's motorized carriage shortly afterward; the '140 Years. 140 Places' tour sent three new S-Class limousines to 140 destinations on six continents, ending at the Mercedes-Benz Museum.
Carl Benz patents the first automobile; Gottlieb Daimler builds the motorized carriage shortly afterward.
Mercedes-Benz plans to have launched more than 40 new models in less than three years.
Mercedes-Benz develops each powertrain from a detailed understanding of actual customer behaviour, translating driving cycles, acceleration patterns, accelerator-pedal movements, trailer operation and hill starts into concrete development targets. It first plays through combinations of power, torque, transmission ratio and control strategy in computer simulation before any component is built. The simulated behaviour is then measured and validated on the test bench under real load and temperature conditions, for example how torque builds up or how power changes in heat, and only after that does testing in the vehicle follow. Chassis, brakes and steering are developed as an integrated system tuned to each vehicle and powertrain, aiming for the typical Mercedes-Benz driving character of comfort, safety, confidence, sportiness and precision across the portfolio. The company says every Mercedes-Benz should convey a familiar driving feel regardless of powertrain, support the driver in critical situations and enable relaxed travel on long and short journeys.
- Combustion-engine models use the FAME (Family of Modular Engines) petrol and diesel hybrids with ISG 2.0, which Mercedes-Benz says combine lower consumption with higher output across vehicles from the GLA to the S-Class; shared features include a full-aluminium crankcase with NANOSLIDE technology, a cylinder head with partially integrated manifold, a turbocharger with segment turbine and switchable flow connection, a compact charge-air path and close-coupled exhaust aftertreatment, plus a uniform MB.OS architecture for powertrain software.
- The electric modular drive kit derived from the VISION EQXX technology programme scales across all series and segments; it is used in the CLA, CLA Shooting Brake, GLB, GLA, GLC and C-Class, and Mercedes-Benz will next scale the 800-volt architecture to larger series such as the E-Class and S-Class.
- The electric drive unit 2.0 (EDU) is fully developed by Mercedes-Benz and manufactured in its own powertrain production network; it was designed for 800 volts from the outset, uses the advantages of high voltage from the climate compressor to the drive, for the first time in the entry segment, uses silicon carbide in the inverter, combines a two-speed claw-shift gearbox to address the conflict between maximum torque, top speed and consumption in real driving, and its compact design frees space for the rear interior.
- In a fully electric Mercedes-Benz, the high-voltage battery, electric drive unit, thermal management, charging system and software work as one system aiming for energy use with minimal losses from cell to wheel.
- Mercedes-Benz works closely with Mercedes-AMG High Performance Powertrains (HPP) in Brixworth, England, a wholly owned subsidiary of Mercedes-Benz Group AG that develops and produces Formula 1 powertrains for the Mercedes-AMG Petronas F1 Team and various customer teams; the collaboration focuses on mutual transfer of know-how, development methods and motorsport's high development speed rather than taking over individual parts.
- The new M 252 LS is a further development of the 1.5-litre petrol M 252 introduced last year; it produces 170 kW + 23 kW, is the strongest four-cylinder in Mercedes-Benz's compact class and is the first Mercedes-Benz engine with a 5 kW electric exhaust turbocharger operated via the 48-volt electrical system, derived from technology the Mercedes-AMG Petronas F1 Team developed and used over many years with eight Formula 1 world championship titles; the turbo gives spontaneous response across the rev range, reduces consumption, can recuperate 2 kW, and two Lanchester balance shafts reduce vibration.
The battery is the second key technology and a strategic core competence; Mercedes-Benz says different segments and customer requirements need different cell technologies tailored to range, charging power or performance, and it defines requirements, develops battery systems and integrates them into vehicles. It is working on next-generation cells aiming for higher energy density, shorter charging times, more performance, lower raw-material use and lower costs, and on more compact, lighter battery systems at equal or higher performance that open freedom for vehicle concepts and interior design. A key step combines lithium manganese oxide (LMO) and nickel manganese cobalt oxide (NMC), using more manganese and less cobalt and nickel for an attractive balance of energy density and cost and forming a bridge to manganese-rich future cathodes. With lithium nickel manganese oxide (LNMO), Mercedes-Benz is advancing a cobalt-free chemistry that would need much less nickel than today's NMC cells and could combine high energy density with attractive costs, with high-voltage capability up to five volts and potential range advantages of up to 30% versus lithium iron phosphate (LFP) at comparable weight and installation space; manganese-based cell technologies could also reduce dependence on critical raw materials, and proprietary cell-chemistry platforms increase flexibility to respond to technology developments, market changes and regulatory requirements. For solid-state batteries, Mercedes-Benz works with Factorial Energy and ProLogium; a lithium-metal solid-state battery with Factorial was developed and tested for the first time under real driving conditions in an EQS, covering 1,205 kilometres from Stuttgart to Malmö without intermediate charging, while Gen4 cell technology from ProLogium is being tested for power, safety and thermal properties to assess series potential, alongside tests with other partners and in-house development including Formula 1 powertrain know-how from the UK.
“No technology shapes a vehicle's character as much as its powertrain, whether fully electric or hybrid. Our customers around the world have different needs and expectations. That is why we aim to use the best technology in each case in a way that offers tangible added value and delights our customers. True innovation arises where technical excellence becomes an intuitive driving experience and creates an almost self-evident emotional connection between people and the vehicle.”
- GLB 250 with M 252 LS about one tenth faster than predecessor GLB 250 with top engine M 260
- Around 17% lower with M 252 LS
- 8.4-7.6 l/100 km; 191-174 g/km CO2; CO2 class G-F
Why this matters
For buyers, Mercedes-Benz is betting on choice rather than a single solution, scaling fully electric and hybrid models across segments. The strategy also ties in its own electric-drive manufacturing, battery work with partners Factorial Energy and ProLogium, and Formula 1 powertrain expertise in Brixworth, so its technology choices reach suppliers and production operations as well as customers.
Terms in This Story
- MB.OS
- Mercedes-Benz Operating System, the vehicle's central software architecture that connects and updates core vehicle functions.
- FAME
- Family of Modular Engines, an engine family designed around shared modular components.
- ISG 2.0
- Integrated starter-generator, a hybrid component that can assist the engine and recover energy.
- solid-state battery
- A battery using a solid electrolyte instead of a liquid one, a technology pursued for higher energy density and safety.
Summarised from the linked release; details can be imperfect — always verify against the original source.