The F 400 also had specially designed tires with asymmetrical contact surfaces. As the car slid into the turn and the wheels tilted accordingly, it ran on the “slightly rounded” inner treads made from a unique rubber composite that, according to Mercedes, improved its overall “friction coefficient.” Basically, it had softer side walls that lent itself to better corning capabilities and, in turn, safety.
As the car drove straight down the road, with its wheels in their upright and locked positions, the F 400 road on the “normal” part of the tire laced with standard tread patterns, but could obtain high speeds while keeping the road noise to a minimum (via Mercedes).
The final piece of the dynamic handling system puzzle was the Active Body Control (ABC) feature, which kept the car horizontal by changing the suspension and dampening, even at high speeds and in tight turns. Only when you combined all these features did you get something special. According to Mercedes, the F 400 attained a maximum lateral acceleration of 1.28 g, a nearly 30% performance increase over the then-current-generation of sports cars.
While the F 400 didn’t light people’s fires or make them want to kick the oddly tilted tires, its Active Body Control feature and a version of active camber control — called Active Curve Tilting — would become hits later down the line.
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