Official: Mercedes' new 4.7L TTV8 and 3.5L V6
05-06-10, 08:49 AM
#61
Holy cow! That's one powerful V8 motor. Lexus needs to come up with a powerful V8 for their flagship. 4.6 V8 won't cut it anymore for the next generation.
For people who are complaining about V6 making less power, you have to realize that demographic that MB is targeting. C class and entry level E class are target for mostly posers. I am sorry but that's what I feel. Nobody buys a C350 for the performance but the tri star badge. They could careless if the car has 20 snail power as long as it comes with the badge on the key fob. Most owners don't even know if the car is rear wheel drive or front wheel drive, or there's a unicorn running in the trunk.
For people who are complaining about V6 making less power, you have to realize that demographic that MB is targeting. C class and entry level E class are target for mostly posers. I am sorry but that's what I feel. Nobody buys a C350 for the performance but the tri star badge. They could careless if the car has 20 snail power as long as it comes with the badge on the key fob. Most owners don't even know if the car is rear wheel drive or front wheel drive, or there's a unicorn running in the trunk.
but in real life, i do know quite a few people who liked the previous e class styling, but didn't get one coz' the e350 were so underpowered (couldn't feel good driving it)
Because while shopping for cars people only compare the HP levels? First of all, engine aside, the E class is arguably the best car in its class (and it should be, as it is the newest). Second of all, the current 3.5 may only be rated at 268hp, but it feels a lot more powerful than Acuras 300hp and torquer than Infinitis 330hp, and its a lot more smoother, linear and consistent than BMW's 300hp TT. I personally trust the "butt dyno" a lot more than manufacturers ratings, which are often over rated or under rated.
With all of that being said, the new engine is out, and most likely its going to be better than its competition when you look at all the qualities combined - power, smoothness, quietness, efficiency, reliability, and consistency.
fact is 335 if driven normally will get far better combined mpg, most of my friends get around 19. heck, even my m3 i am avg 16mpg. and yes, when i was at m school i got 5mpg
well your butt dyno definitely works different than mine then. as much as i don't care about the acura and infiniti, i definitely feel the e is slow and the acura/infiniti are noticeably faster
05-06-10, 10:33 AM
#62
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Like I mentioned earlier, Lexus doesn't want to touch forced induction most likely because of the higher noise level and lower reliablity that come with it. Instead, Lexus should focus on lowering the pricing on their hybrid models. The current 5.0L V8 hybrid is already more powerful than both MB and BMW's V8 TT, but is only available with an expensive trim level to become their flagship 600hL. Plus it occupies too much trunk space. If Lexus can switch to Li-ion batteries to solve the trunk space issue and make the hybrid system available on a barely optioned model and price it at around $80k (still lower than the German V8 TT rivals), they'll have a winner once again.
05-06-10, 12:13 PM
#63
What exactly do you mean by saying that the E's engine is "smoother, more linear, and a lot more consistent" than the TT I6 from BMW? You do realize that you're talking about an inline six which is, by design, one of the only naturally balanced powerplants produced? I have driven that V6 in the Benz plenty of times and it is very nice, but it's not as smooth or linear as the TT I6 in the Bimmer. What do you mean by consistent?
And by consistency, I mean exactly that. BMW did a great job of virtually eliminating turbo lag, but its still present. Sometimes you gun it, and it responds like a 328 for a second. Also it gets affected by heat and cold (I don't think turbos even kick in when the engine is cold, and it goes to limp mode when it overheats).
I know we are splitting hairs at this point but the stuff about the "butt dyno" is really just crazy. Sound deadening, gearing, and the very nature of the engine itself can all make speed and acceleration very deceptive. For that reason, I don't really trust the "butt dyno" when it comes to performance numbers.
05-06-10, 12:19 PM
#64
well, you have the choose a picture with that number i can't help. i have a picture of a gs350 where the owner constantly gets 12mpg too, want me to post that?
fact is 335 if driven normally will get far better combined mpg, most of my friends get around 19. heck, even my m3 i am avg 16mpg. and yes, when i was at m school i got 5mpg
fact is 335 if driven normally will get far better combined mpg, most of my friends get around 19. heck, even my m3 i am avg 16mpg. and yes, when i was at m school i got 5mpg
Well, the Infiniti is faster, but it lacks refinement, and low end torque. But I wonder which Acura you have experience with. My parents just got a brand new MDX with 300hp, and it barely feels anymore powerful than their old MDX that they had back in the days with 240hp. I think its actually even more sluggish at low end.
05-06-10, 02:28 PM
#65
Lexus Test Driver
All this means more competition for Lexus. Which means they will counter with their own future improvements. The future looks good here!
05-06-10, 08:04 PM
#67
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Sounds so complicated to me. Just drop the TT and call it a day. I just don't like hybrid drive train. Just don't have organic feel to it compare to the V8 motor. Not trying to say you can feel a lot with the 4.6 V8 you see in LS but at least it's still something.
05-08-10, 11:04 AM
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More information regarding the new engines. Fascinating stuff.
Notice this sentence:
The new V6 engine is naturally aspirated, and has the potential for future use of a turbocharger thanks to the modular design concept.
Perhaps we will see a more potent version of this same motor in the future. That should make MPLexus very happy.
---------------------------------------------------
Mercedes-Benz sets benchmarks: Innovative technology makes V6 and V8 engines economical and fit for the future
* High output and exemplary environmental compatibility
* Third generation direct petrol injection
* Multi-spark ignition
* Optimised water pump and demand-controlled oil pump
* Optimised timing chain and innovative camshaft adjustment
Considerably less fuel consumption despite a much higher output was the result of the development work for the new Mercedes-Benz V-engine generation, which will initially be used as an 8-cylinder in the CL-Class and later the S-Class from autumn 2010. Mercedes-Benz developed the new six and eight-cylinder units because optimised internal combustion engines continue to have specific advantages over other drive systems with respect to operating range and refuelling time and costs, while offering the greatest short-term potential to achieve significant fuel savings in day-to-day operation. An internal combustion engine is also the centrepiece of a hybrid drive system, and of decisive importance for improved efficiency.
The new Mercedes-Benz engine family is uncompromisingly based on modularisation and innovative technologies, and replaces a very successful engine series. It allows the use of a start/stop function, 4MATIC all-wheel drive and combination with a hybrid module.
The V8 is in a new league of its own
While the new V8 is based on its predecessor and has the same distance between the cylinders, it has undergone concerted further development in every respect. For example, it has a 15-percent smaller displacement (4663 cc rather than 5461 cc) but generates 320 kW (435 hp) and therefore around 12 percent more output than the preceding unit (285 kW/388 hp). Whereas the current CL 500 consumes 12.3 litres per 100 kilometres, this figure drops to 9.5 litres with the new engine - a reduction of 22 percent. CO2 emissions have likewise fallen by 22 percent, from 288 g/km to 224 g/km - an outstanding figure for this performance class. At the same time torque has been raised from 530 Nm to 700 Nm - an increase of 32 percent. In terms of specific output, the new V8 with 68.6 kW and 150 Nm per litre achieves first-class values.
In the new V8, Mercedes-Benz engineers primarily achieved a high output for a lower displacement by using two turbochargers - one for each bank of cylinders. The intake air is forced into the eight combustion chambers at an overpressure of up to 0.9 bar, with the turbine blades rotating at up to 150,000 rpm. The turbochargers and their hot gas ducting are accommodated on the outsides of the cylinder heads. This enabled the intercooler module with its air/water intercooler and charge-air distributor to be located inside the V of the engine.
The chargers were configured to provide high torque even at low engine speeds - compared to the previous engine, the result is an increase by more than 45 percent at 2000 rpm. No less than 600 Nm is available between 1600 and 4750 rpm.
The engine is based on a further development of the previous engine's die cast aluminium crankcase with cast-in aluminium/silicon (Silitec) cylinder liners. Basic and connecting rod journal diameters were adopted from the preceding engine, while for load reasons the piston compression height was raised by just under four millimetres. By reducing the lift and shortening the connecting rod by 2 millimetres, it was possible to retain the interior height of the crankcase. As a remarkable feature, the high compression ratio of 10.5:1 remains unchanged versus the naturally aspirated preceding engine, showing the high efficiency of the new, turbocharged V8 when configured for premium fuel (RON 95).
Key figures for the new V8 engine
No. of cylinders V8
Displacement (cc) 4633
Bore (mm) 92.9
Stroke (mm) 86
Compression ratio 10.5:1
Output (kW at rpm) 320 at 5250
Torque (Nm at rpm) 700 from 1800-3500
The V6 particularly impresses with its low fuel consumption
In contrast to the V8 the new V6 engine is naturally aspirated, and has the potential for future use of a turbocharger thanks to the modular design concept. The most striking change between the new V6 unit and its predecessor is a reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This enabled the balancer shaft countering primary vibrations to be omitted, and as a result the driver registers an outstanding level of comfort.
A completely new intake and exhaust gas system with a variable-resonance intake manifold and optimised airflows was also developed for the new V6. This enabled the output of the 3499 cc engine to be increased to 225 kW (306 hp) (Previous engine of the same displacement in the S-Class: 200 kW/272 hp). Torque has increased from 350 Nm to 370 Nm, and is available between 3500 and 5250 rpm.
The improvement in fuel consumption is particularly remarkable. The S 350 with the new V6 engine consumes just 7.6 litres per 100 kilometres (CO2 emissions: 177 g/km), which makes it 24 percent more economical than its predecessor (10.0 l/100 km). It also makes the new V6 the benchmark in its segment for a comparable output (provisional figures).
Key figures for the new V6 engine
No. of cylinders V6
Displacement (cc) 3499
Bore (mm) 92.9
Stroke (mm) 86
Compression ratio 12.2:1
Output (kW at rpm) 225 at 6500
Torque (Nm at rpm) 370 from 3500-5250
Innovative technology makes V6 and V8 engines fit for the future
Both the new V6 and the new V8 from Mercedes-Benz have aluminium crankcases, pistons and cylinder heads. The crankshaft, connecting rods and valves are of special forged steel.
Mercedes-Benz has achieved this considerable leap in efficiency with the use of innovative technology – including newly developed, third-generation direct petrol injection with spray-guided combustion, multiple injection and multi-spark ignition. With this new generation of V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their great running refinement are fit for the future.
The technology package in the new engine generation includes a number of new developments that are unique in this combination:
* In combination with multi-spark ignition, a further developed, third generation direct fuel injection system with spray-guided combustion and piezo-electric injectors offers further possibilities for fuel savings – in the V8 by means of an improved, homogeneous combustion process, and in the V6 by a new, stratified combustion process with a considerably extended characteristic map and fuel-efficient lean-burn technology.
* In conjunction with start/stop technology, shift point adjustment and specific friction-reducing measures, improvements in day-to-day fuel consumption by more than 20 percent are possible.
* Power consumption by ancillary units has been reduced. These include an optimised water pump with second generation thermal management, a demand-controlled oil pump, a volume-controlled high-pressure fuel pump and an intelligent generator management system.
Lightweight construction techniques and detailed improvements have also reduced in-engine friction considerably compared to the previous engine.
Third generation direct petrol injection
Direct petrol injection with spray-guided combustion, which Mercedes-Benz was the first car manufacturer to introduce in series production, has been developed further as a third generation. The system pressure is up to 200 bar, the pressure being variably optimised according to the engine's characteristic map. Completely newly developed piezo-electric injectors allow up to five injections per intake stroke for the best possible mixture formation.
The crystalline structure of the piezo-ceramic changes in microseconds under an electric voltage, and with a precision of just a few thousandths of a millimetre. The central component of a piezo-electric injector is the piezo-stack, which directly controls the metering needle. With a response time of just 0.1 milli-seconds, the fuel injection can be very sensitively and precisely adjusted to the current load and engine speed, with a beneficial effect on emissions, fuel consumption and combustion noise.
The multiple injections even in tiny quantities made possible with piezo-electric injection technology were used by Mercedes-Benz engineers to control a wider characteristic map with the efficient lean-burn process, and to provide the conditions for further functions:
* As the first new operating mode, Mercedes-Benz engineers have developed "Homogeneous stratified combustion" (HOS). As the name implies, HOS is a combination of homogeneous lean-burn and classic stratified combustion. The first injection is sprayed into the intake stroke, forming a homogeneous basic mixture. Actual "stratified" injection takes place during the compression stroke before ignition, and is a single or double injection depending on the characteristic map.
* Another new operating mode is known as "Homogeneous Split" (HSP). In this homogeneous combustion process, more than 95 percent of the fuel is singly or multiply injected, followed a very small "ignition" injection to stabilise combustion. This is used when combustion conditions are difficult.
The characteristic map of the new Mercedes-Benz V6 engine is therefore basically divided into up to four areas:
- idling range (homogeneous)
- low partial load up to 4 bar and 3800 rpm (stratified)
- medium partial load 4 to 8 bar and up to 4000 rpm (HOS)
- high load and entire engine speed range (homogeneous or HSP)
The V8 engine is operated homogeneously over the entire characteristic map, but under high load homogeneous or HSP operation is used to improve smooth running characteristics.
Multi-spark ignition for optimal efficiency
The third-generation direct injection system also features rapid multi-spark ignition (MSI). Following the first spark discharge and a brief combustion period, the coil is rapidly recharged and a further spark is discharged. The MSI system enables up to four sparks to be discharged in rapid succession within one millisecond, creating a plasma with a larger spatial expansion than conventional ignition. Controlling this rapid multi-spark ignition enables both the time lapse before the next spark and the combustion duration for the relevant operating point to be optimally adjusted. This provides scope for optimising the centre of combustion and improving residual gas compatibility, especially during stratified charge operation. Fuel consumption can be reduced by roughly two percent in this way.
Fuel savings of up to four percent are possible alone by the use of piezo-electric injection technology in combination with multi-spark ignition, depending on the driving cycle.
Cylinder head with new camshaft adjuster
On the basis of the previous engine's architecture, Mercedes-Benz engineers developed the variable, hydraulic vane-type camshaft adjusters for the intake
and exhaust sides. These now have a larger adjustment range of 40 degrees with reference to the crankshaft. They were also able to improve the functionality, achieving a 35-percent greater adjustment speed and adjustability at an oil pressure as low as 0.44 bar. Despite the better performance, this new development excels with significantly smaller dimensions and low weight. For this reason the installation space on the longitudinal and vertical axes of the engine was able to be reduced by around 15 millimetres.
Two-stage chain drive for low noise
The extreme compactness of the camshaft adjusters was achieved by the new, two-stage chain drive. This drives short secondary chains - one per cylinder bank - via a primary chain and an intermediate gear. All three chains can be individually adjusted via a chain tensioner. This results in low tensioning forces and low chain dynamics, ensuring consistent timing and outstanding acoustic properties, with friction reduced even further. In short, the new chain drive is compact and ensures low-noise operation.
Controlled oil pump with two pressure stages
A fourth chain drivers a likewise completely newly developed, variable vane-type oil pump. The operates with two pressure stages, depending on the characteristic map. At low engine speeds and loads the pump runs at a low pressure of two bar. At this time the oil-spray nozzles for piston cooling are switched off. The high-pressure stage is activated at the upper load and engine speed levels. Thanks to this control concept, the lubrication and cooling points of the engine can be supplied with significantly lower drive energy than would be possible with an uncontrolled pump.
New coolant ducting and 3-phase thermal management
The coolant ducting in the cylinder head is also completely new. The water mantle is of two-piece construction to improve flow. This leads to specific increases in flow speeds and heat dissipation at certain points, accompanied by a reduction in pressure throughout the coolant circuit. This has made it possible to reduce the power output of the water pump despite an increased engine output.
As it warms up, the flow of coolant is regulated by a 3-phase thermal management system so that it rapidly reaches normal operating temperature. Initially the coolant remains at rest in the engine. It then circulates in the engine circuit, but without the radiator. When a temperature of 105 degrees Celsius has been reached in normal operation (87 degrees Celsius under high load), the vehicle's radiator is included in the circuit. The water supply to the interior heating system is separately controllable.
Component weights have also been reduced by the concerted replacement of aluminium and steel by plastics, e.g. for the thermostat, belt pulley, wheel, heater valve and hydraulic lines.
Start/stop function with direct-start
The new start/stop system operates with starter-supported direct-start. This means that when the engine is switched off, the attitude of the crankshaft is registered by a new crankshaft sensor so that the engine control unit knows the positions of the individual pistons. On restarting, it can then select the cylinder that has the most suitable piston position for first ignition. After the starter has briefly turned over the engine, reliable injection, ignition and combustion is immediately possible.
Minimised friction
Particular attention was paid to reduced friction in both engines. This was primarily achieved by a reduction in flow through the oil and water pumps, low-friction pistons, piston rings and cylinder walls, plus the new thermal management system and chain drive.
Fit for the future thanks to modular construction
The new V-engines from Mercedes-Benz are fit for the future. They can not only be combined with a start/stop function, but also coupled with the 4MATIC four-wheel drive system or integrated into a hybrid drive system.
The new engines meet all worldwide emissions regulations. The use of third generation, direct petrol injection with spray-guided combustion and piezo-electric injectors provides a particularly good basis for increased stringency in the future.
----------------------------------------------------
Quantum leap in efficiency: smooth refinement meets new dimensions in power and environmental compatibility
Stuttgart – Mercedes-Benz is setting previously unachievable efficiency standards in the premium segment with completely newly developed V6 and V8 engines. The new V8 engine has a displacement of 4663 cc and develops an output of 320 kW (435 hp), which is around 12 percent more than its predecessor despite approx. 0.8 litres less displacement. Torque has increased from 530 Nm to 700 Nm – i.e. by no less than 32 percent. Fuel consumption has however been reduced by 22 percent. With the same 3499 cc displacement as its predecessor, the new V6 engine develops 225 kW (306 hp). Torque has increased from 350 Nm to 370 Nm. Here too, the improvement in fuel efficiency is remarkable. The S 350 with the new V6 engine consumes an economical 7.6 litres per 100 kilometres, a saving of 24 percent compared to its predecessor. Mercedes-Benz has achieved this considerable leap in efficiency with the use of a start/stop function as standard and other features such as newly developed, third-generation direct petrol injection with spray-guided combustion, multiple injection and multi-spark ignition. With this new generation of V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their great running refinement can continue to be used to good effect in the future.
Considerably less fuel consumption despite a much higher output was the development objective for the new Mercedes-Benz V-engine generation, which will initially be used as an 8-cylinder in the CL-Class, and later in the S-Class from autumn 2010. Mercedes-Benz developed the new six and eight-cylinder units because optimised internal combustion engines continue to have specific advantages over other drive systems with respect to operating range and refuelling time and costs, while offering the greatest short-term potential to achieve significant fuel savings in day-to-day operation.
"The new six and eight-cylinder engines from Mercedes-Benz are a unique synthesis of effortless power delivery, comfort and efficiency," says Dr. Thomas Weber, the member of the Daimler AG Executive Board responsible for corporate research and development at Mercedes-Benz Cars. "Both impress with refinement at the highest level, as well as exemplary environmental compatibility."
The new Mercedes-Benz engine family is uncompromisingly based on modularisation. It allows the use of a start/stop function, 4MATIC all-wheel drive and combination with a hybrid module.
The V8 is in a new league of its own
On the basis of its predecessor, the new V8 has undergone concerted further development. For example, it has a 15-percent smaller displacement (4663 cc rather than 5461 cc) but generates 320 kW (435 hp) and therefore around 12 percent more output than the preceding unit (285 kW/388 hp). Whereas the current CL 500 consumes 12.3 litres per 100 kilometres, this figure drops to 9.5 litres with the new engine – a reduction of 22 percent. CO2 emissions have likewise fallen by 22 percent, from 288 g/km to 224 g/km – an outstanding figure for this performance class. At the same time torque has been raised from 530 Nm to 700 Nm – an increase of 32 percent.
As the high maximum torque is already available from 1800 rpm, the new high-tech V8 already exhibits an outstanding power delivery at low engine speeds, together with smoothness and refinement that is remarkable even for an eight-cylinder.
In the new V8, Mercedes-Benz engineers primarily achieved a high output for a lower displacement by using two turbochargers -- one for each bank of cylinders. The chargers were configured to provide high torque even at low engine speeds – compared to the previous engine the result is an increase of more than 40 percent at 2000 rpm. An outstanding 600 Nm is available between 1600 and 4750 rpm. The driver therefore perceives no turbo delay, but experiences the same pleasant and effortless performance from the new V8 as that delivered by a mighty, naturally aspirated 7-litre engine.
The V6 particularly impresses with its low fuel consumption
The new V6 engine is naturally aspirated, and has the potential for future use of a turbocharger thanks to the modular design concept. The most striking change between the new V6 unit and its predecessor is a reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This enabled the balancer shaft countering primary vibrations to be omitted, and as a result the driver registers an outstanding level of comfort.
A completely new intake and exhaust gas system with a variable-resonance intake manifold and optimised airflows was also developed for the new V6. This enabled the output of the 3499 cc engine to be increased to 225 kW (306 hp) (Previous engine of the same displacement in the S-Class: 200 kW/272 hp). Torque has increased from 350 Nm to 370 Nm, and is available between 3500 and 5250 rpm.
The improvement in fuel consumption is particularly remarkable. The S 350 with the new V6 engine consumes just 7.6 litres per 100 kilometres (CO2 emissions: 177 g/km), which makes it 24 percent more economical than its predecessor (10.0 l/100 km). It also makes the new V6 the benchmark in its segment for a comparable output (provisional figures).
Innovative technology makes V6 and V8 engines fit for the future
Both the new V6 and the new V8 from Mercedes-Benz have aluminium crankcases, pistons and cylinder heads. The crankshaft, connecting rods
and valves are of special forged steel.
The technology package in the new engine generation includes a number of new developments that are unique in this combination:
· In combination with multi-spark ignition, a further developed, third generation direct fuel injection system with spray-guided combustion and piezo-electric injectors offers further possibilities for fuel savings – in the V8 by means of an improved, homogeneous combustion process, and in the V6 by a new, stratified combustion process with a considerably extended characteristic map and fuel-efficient lean-burn technology.
· In conjunction with start/stop technology, shift point adjustment and specific friction-reducing measures, improvements in day-to-day fuel consumption by more than 20 percent are possible.
· Power consumption by ancillary units has been reduced. These include an optimised water pump with 2nd-generation thermal management, a demand-controlled oil pump, a volume-controlled high-pressure fuel pump and an intelligent generator management system.
Lightweight construction techniques and detailed improvements have also reduced in-engine friction considerably compared to the previous engine.
With its new-generation V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their high level of refinement are fit for the future.
Notice this sentence:
The new V6 engine is naturally aspirated, and has the potential for future use of a turbocharger thanks to the modular design concept.
Perhaps we will see a more potent version of this same motor in the future. That should make MPLexus very happy.
---------------------------------------------------
Mercedes-Benz sets benchmarks: Innovative technology makes V6 and V8 engines economical and fit for the future
* High output and exemplary environmental compatibility
* Third generation direct petrol injection
* Multi-spark ignition
* Optimised water pump and demand-controlled oil pump
* Optimised timing chain and innovative camshaft adjustment
Considerably less fuel consumption despite a much higher output was the result of the development work for the new Mercedes-Benz V-engine generation, which will initially be used as an 8-cylinder in the CL-Class and later the S-Class from autumn 2010. Mercedes-Benz developed the new six and eight-cylinder units because optimised internal combustion engines continue to have specific advantages over other drive systems with respect to operating range and refuelling time and costs, while offering the greatest short-term potential to achieve significant fuel savings in day-to-day operation. An internal combustion engine is also the centrepiece of a hybrid drive system, and of decisive importance for improved efficiency.
The new Mercedes-Benz engine family is uncompromisingly based on modularisation and innovative technologies, and replaces a very successful engine series. It allows the use of a start/stop function, 4MATIC all-wheel drive and combination with a hybrid module.
The V8 is in a new league of its own
While the new V8 is based on its predecessor and has the same distance between the cylinders, it has undergone concerted further development in every respect. For example, it has a 15-percent smaller displacement (4663 cc rather than 5461 cc) but generates 320 kW (435 hp) and therefore around 12 percent more output than the preceding unit (285 kW/388 hp). Whereas the current CL 500 consumes 12.3 litres per 100 kilometres, this figure drops to 9.5 litres with the new engine - a reduction of 22 percent. CO2 emissions have likewise fallen by 22 percent, from 288 g/km to 224 g/km - an outstanding figure for this performance class. At the same time torque has been raised from 530 Nm to 700 Nm - an increase of 32 percent. In terms of specific output, the new V8 with 68.6 kW and 150 Nm per litre achieves first-class values.
In the new V8, Mercedes-Benz engineers primarily achieved a high output for a lower displacement by using two turbochargers - one for each bank of cylinders. The intake air is forced into the eight combustion chambers at an overpressure of up to 0.9 bar, with the turbine blades rotating at up to 150,000 rpm. The turbochargers and their hot gas ducting are accommodated on the outsides of the cylinder heads. This enabled the intercooler module with its air/water intercooler and charge-air distributor to be located inside the V of the engine.
The chargers were configured to provide high torque even at low engine speeds - compared to the previous engine, the result is an increase by more than 45 percent at 2000 rpm. No less than 600 Nm is available between 1600 and 4750 rpm.
The engine is based on a further development of the previous engine's die cast aluminium crankcase with cast-in aluminium/silicon (Silitec) cylinder liners. Basic and connecting rod journal diameters were adopted from the preceding engine, while for load reasons the piston compression height was raised by just under four millimetres. By reducing the lift and shortening the connecting rod by 2 millimetres, it was possible to retain the interior height of the crankcase. As a remarkable feature, the high compression ratio of 10.5:1 remains unchanged versus the naturally aspirated preceding engine, showing the high efficiency of the new, turbocharged V8 when configured for premium fuel (RON 95).
Key figures for the new V8 engine
No. of cylinders V8
Displacement (cc) 4633
Bore (mm) 92.9
Stroke (mm) 86
Compression ratio 10.5:1
Output (kW at rpm) 320 at 5250
Torque (Nm at rpm) 700 from 1800-3500
The V6 particularly impresses with its low fuel consumption
In contrast to the V8 the new V6 engine is naturally aspirated, and has the potential for future use of a turbocharger thanks to the modular design concept. The most striking change between the new V6 unit and its predecessor is a reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This enabled the balancer shaft countering primary vibrations to be omitted, and as a result the driver registers an outstanding level of comfort.
A completely new intake and exhaust gas system with a variable-resonance intake manifold and optimised airflows was also developed for the new V6. This enabled the output of the 3499 cc engine to be increased to 225 kW (306 hp) (Previous engine of the same displacement in the S-Class: 200 kW/272 hp). Torque has increased from 350 Nm to 370 Nm, and is available between 3500 and 5250 rpm.
The improvement in fuel consumption is particularly remarkable. The S 350 with the new V6 engine consumes just 7.6 litres per 100 kilometres (CO2 emissions: 177 g/km), which makes it 24 percent more economical than its predecessor (10.0 l/100 km). It also makes the new V6 the benchmark in its segment for a comparable output (provisional figures).
Key figures for the new V6 engine
No. of cylinders V6
Displacement (cc) 3499
Bore (mm) 92.9
Stroke (mm) 86
Compression ratio 12.2:1
Output (kW at rpm) 225 at 6500
Torque (Nm at rpm) 370 from 3500-5250
Innovative technology makes V6 and V8 engines fit for the future
Both the new V6 and the new V8 from Mercedes-Benz have aluminium crankcases, pistons and cylinder heads. The crankshaft, connecting rods and valves are of special forged steel.
Mercedes-Benz has achieved this considerable leap in efficiency with the use of innovative technology – including newly developed, third-generation direct petrol injection with spray-guided combustion, multiple injection and multi-spark ignition. With this new generation of V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their great running refinement are fit for the future.
The technology package in the new engine generation includes a number of new developments that are unique in this combination:
* In combination with multi-spark ignition, a further developed, third generation direct fuel injection system with spray-guided combustion and piezo-electric injectors offers further possibilities for fuel savings – in the V8 by means of an improved, homogeneous combustion process, and in the V6 by a new, stratified combustion process with a considerably extended characteristic map and fuel-efficient lean-burn technology.
* In conjunction with start/stop technology, shift point adjustment and specific friction-reducing measures, improvements in day-to-day fuel consumption by more than 20 percent are possible.
* Power consumption by ancillary units has been reduced. These include an optimised water pump with second generation thermal management, a demand-controlled oil pump, a volume-controlled high-pressure fuel pump and an intelligent generator management system.
Lightweight construction techniques and detailed improvements have also reduced in-engine friction considerably compared to the previous engine.
Third generation direct petrol injection
Direct petrol injection with spray-guided combustion, which Mercedes-Benz was the first car manufacturer to introduce in series production, has been developed further as a third generation. The system pressure is up to 200 bar, the pressure being variably optimised according to the engine's characteristic map. Completely newly developed piezo-electric injectors allow up to five injections per intake stroke for the best possible mixture formation.
The crystalline structure of the piezo-ceramic changes in microseconds under an electric voltage, and with a precision of just a few thousandths of a millimetre. The central component of a piezo-electric injector is the piezo-stack, which directly controls the metering needle. With a response time of just 0.1 milli-seconds, the fuel injection can be very sensitively and precisely adjusted to the current load and engine speed, with a beneficial effect on emissions, fuel consumption and combustion noise.
The multiple injections even in tiny quantities made possible with piezo-electric injection technology were used by Mercedes-Benz engineers to control a wider characteristic map with the efficient lean-burn process, and to provide the conditions for further functions:
* As the first new operating mode, Mercedes-Benz engineers have developed "Homogeneous stratified combustion" (HOS). As the name implies, HOS is a combination of homogeneous lean-burn and classic stratified combustion. The first injection is sprayed into the intake stroke, forming a homogeneous basic mixture. Actual "stratified" injection takes place during the compression stroke before ignition, and is a single or double injection depending on the characteristic map.
* Another new operating mode is known as "Homogeneous Split" (HSP). In this homogeneous combustion process, more than 95 percent of the fuel is singly or multiply injected, followed a very small "ignition" injection to stabilise combustion. This is used when combustion conditions are difficult.
The characteristic map of the new Mercedes-Benz V6 engine is therefore basically divided into up to four areas:
- idling range (homogeneous)
- low partial load up to 4 bar and 3800 rpm (stratified)
- medium partial load 4 to 8 bar and up to 4000 rpm (HOS)
- high load and entire engine speed range (homogeneous or HSP)
The V8 engine is operated homogeneously over the entire characteristic map, but under high load homogeneous or HSP operation is used to improve smooth running characteristics.
Multi-spark ignition for optimal efficiency
The third-generation direct injection system also features rapid multi-spark ignition (MSI). Following the first spark discharge and a brief combustion period, the coil is rapidly recharged and a further spark is discharged. The MSI system enables up to four sparks to be discharged in rapid succession within one millisecond, creating a plasma with a larger spatial expansion than conventional ignition. Controlling this rapid multi-spark ignition enables both the time lapse before the next spark and the combustion duration for the relevant operating point to be optimally adjusted. This provides scope for optimising the centre of combustion and improving residual gas compatibility, especially during stratified charge operation. Fuel consumption can be reduced by roughly two percent in this way.
Fuel savings of up to four percent are possible alone by the use of piezo-electric injection technology in combination with multi-spark ignition, depending on the driving cycle.
Cylinder head with new camshaft adjuster
On the basis of the previous engine's architecture, Mercedes-Benz engineers developed the variable, hydraulic vane-type camshaft adjusters for the intake
and exhaust sides. These now have a larger adjustment range of 40 degrees with reference to the crankshaft. They were also able to improve the functionality, achieving a 35-percent greater adjustment speed and adjustability at an oil pressure as low as 0.44 bar. Despite the better performance, this new development excels with significantly smaller dimensions and low weight. For this reason the installation space on the longitudinal and vertical axes of the engine was able to be reduced by around 15 millimetres.
Two-stage chain drive for low noise
The extreme compactness of the camshaft adjusters was achieved by the new, two-stage chain drive. This drives short secondary chains - one per cylinder bank - via a primary chain and an intermediate gear. All three chains can be individually adjusted via a chain tensioner. This results in low tensioning forces and low chain dynamics, ensuring consistent timing and outstanding acoustic properties, with friction reduced even further. In short, the new chain drive is compact and ensures low-noise operation.
Controlled oil pump with two pressure stages
A fourth chain drivers a likewise completely newly developed, variable vane-type oil pump. The operates with two pressure stages, depending on the characteristic map. At low engine speeds and loads the pump runs at a low pressure of two bar. At this time the oil-spray nozzles for piston cooling are switched off. The high-pressure stage is activated at the upper load and engine speed levels. Thanks to this control concept, the lubrication and cooling points of the engine can be supplied with significantly lower drive energy than would be possible with an uncontrolled pump.
New coolant ducting and 3-phase thermal management
The coolant ducting in the cylinder head is also completely new. The water mantle is of two-piece construction to improve flow. This leads to specific increases in flow speeds and heat dissipation at certain points, accompanied by a reduction in pressure throughout the coolant circuit. This has made it possible to reduce the power output of the water pump despite an increased engine output.
As it warms up, the flow of coolant is regulated by a 3-phase thermal management system so that it rapidly reaches normal operating temperature. Initially the coolant remains at rest in the engine. It then circulates in the engine circuit, but without the radiator. When a temperature of 105 degrees Celsius has been reached in normal operation (87 degrees Celsius under high load), the vehicle's radiator is included in the circuit. The water supply to the interior heating system is separately controllable.
Component weights have also been reduced by the concerted replacement of aluminium and steel by plastics, e.g. for the thermostat, belt pulley, wheel, heater valve and hydraulic lines.
Start/stop function with direct-start
The new start/stop system operates with starter-supported direct-start. This means that when the engine is switched off, the attitude of the crankshaft is registered by a new crankshaft sensor so that the engine control unit knows the positions of the individual pistons. On restarting, it can then select the cylinder that has the most suitable piston position for first ignition. After the starter has briefly turned over the engine, reliable injection, ignition and combustion is immediately possible.
Minimised friction
Particular attention was paid to reduced friction in both engines. This was primarily achieved by a reduction in flow through the oil and water pumps, low-friction pistons, piston rings and cylinder walls, plus the new thermal management system and chain drive.
Fit for the future thanks to modular construction
The new V-engines from Mercedes-Benz are fit for the future. They can not only be combined with a start/stop function, but also coupled with the 4MATIC four-wheel drive system or integrated into a hybrid drive system.
The new engines meet all worldwide emissions regulations. The use of third generation, direct petrol injection with spray-guided combustion and piezo-electric injectors provides a particularly good basis for increased stringency in the future.
----------------------------------------------------
Quantum leap in efficiency: smooth refinement meets new dimensions in power and environmental compatibility
Stuttgart – Mercedes-Benz is setting previously unachievable efficiency standards in the premium segment with completely newly developed V6 and V8 engines. The new V8 engine has a displacement of 4663 cc and develops an output of 320 kW (435 hp), which is around 12 percent more than its predecessor despite approx. 0.8 litres less displacement. Torque has increased from 530 Nm to 700 Nm – i.e. by no less than 32 percent. Fuel consumption has however been reduced by 22 percent. With the same 3499 cc displacement as its predecessor, the new V6 engine develops 225 kW (306 hp). Torque has increased from 350 Nm to 370 Nm. Here too, the improvement in fuel efficiency is remarkable. The S 350 with the new V6 engine consumes an economical 7.6 litres per 100 kilometres, a saving of 24 percent compared to its predecessor. Mercedes-Benz has achieved this considerable leap in efficiency with the use of a start/stop function as standard and other features such as newly developed, third-generation direct petrol injection with spray-guided combustion, multiple injection and multi-spark ignition. With this new generation of V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their great running refinement can continue to be used to good effect in the future.
Considerably less fuel consumption despite a much higher output was the development objective for the new Mercedes-Benz V-engine generation, which will initially be used as an 8-cylinder in the CL-Class, and later in the S-Class from autumn 2010. Mercedes-Benz developed the new six and eight-cylinder units because optimised internal combustion engines continue to have specific advantages over other drive systems with respect to operating range and refuelling time and costs, while offering the greatest short-term potential to achieve significant fuel savings in day-to-day operation.
"The new six and eight-cylinder engines from Mercedes-Benz are a unique synthesis of effortless power delivery, comfort and efficiency," says Dr. Thomas Weber, the member of the Daimler AG Executive Board responsible for corporate research and development at Mercedes-Benz Cars. "Both impress with refinement at the highest level, as well as exemplary environmental compatibility."
The new Mercedes-Benz engine family is uncompromisingly based on modularisation. It allows the use of a start/stop function, 4MATIC all-wheel drive and combination with a hybrid module.
The V8 is in a new league of its own
On the basis of its predecessor, the new V8 has undergone concerted further development. For example, it has a 15-percent smaller displacement (4663 cc rather than 5461 cc) but generates 320 kW (435 hp) and therefore around 12 percent more output than the preceding unit (285 kW/388 hp). Whereas the current CL 500 consumes 12.3 litres per 100 kilometres, this figure drops to 9.5 litres with the new engine – a reduction of 22 percent. CO2 emissions have likewise fallen by 22 percent, from 288 g/km to 224 g/km – an outstanding figure for this performance class. At the same time torque has been raised from 530 Nm to 700 Nm – an increase of 32 percent.
As the high maximum torque is already available from 1800 rpm, the new high-tech V8 already exhibits an outstanding power delivery at low engine speeds, together with smoothness and refinement that is remarkable even for an eight-cylinder.
In the new V8, Mercedes-Benz engineers primarily achieved a high output for a lower displacement by using two turbochargers -- one for each bank of cylinders. The chargers were configured to provide high torque even at low engine speeds – compared to the previous engine the result is an increase of more than 40 percent at 2000 rpm. An outstanding 600 Nm is available between 1600 and 4750 rpm. The driver therefore perceives no turbo delay, but experiences the same pleasant and effortless performance from the new V8 as that delivered by a mighty, naturally aspirated 7-litre engine.
The V6 particularly impresses with its low fuel consumption
The new V6 engine is naturally aspirated, and has the potential for future use of a turbocharger thanks to the modular design concept. The most striking change between the new V6 unit and its predecessor is a reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This enabled the balancer shaft countering primary vibrations to be omitted, and as a result the driver registers an outstanding level of comfort.
A completely new intake and exhaust gas system with a variable-resonance intake manifold and optimised airflows was also developed for the new V6. This enabled the output of the 3499 cc engine to be increased to 225 kW (306 hp) (Previous engine of the same displacement in the S-Class: 200 kW/272 hp). Torque has increased from 350 Nm to 370 Nm, and is available between 3500 and 5250 rpm.
The improvement in fuel consumption is particularly remarkable. The S 350 with the new V6 engine consumes just 7.6 litres per 100 kilometres (CO2 emissions: 177 g/km), which makes it 24 percent more economical than its predecessor (10.0 l/100 km). It also makes the new V6 the benchmark in its segment for a comparable output (provisional figures).
Innovative technology makes V6 and V8 engines fit for the future
Both the new V6 and the new V8 from Mercedes-Benz have aluminium crankcases, pistons and cylinder heads. The crankshaft, connecting rods
and valves are of special forged steel.
The technology package in the new engine generation includes a number of new developments that are unique in this combination:
· In combination with multi-spark ignition, a further developed, third generation direct fuel injection system with spray-guided combustion and piezo-electric injectors offers further possibilities for fuel savings – in the V8 by means of an improved, homogeneous combustion process, and in the V6 by a new, stratified combustion process with a considerably extended characteristic map and fuel-efficient lean-burn technology.
· In conjunction with start/stop technology, shift point adjustment and specific friction-reducing measures, improvements in day-to-day fuel consumption by more than 20 percent are possible.
· Power consumption by ancillary units has been reduced. These include an optimised water pump with 2nd-generation thermal management, a demand-controlled oil pump, a volume-controlled high-pressure fuel pump and an intelligent generator management system.
Lightweight construction techniques and detailed improvements have also reduced in-engine friction considerably compared to the previous engine.
With its new-generation V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their high level of refinement are fit for the future.
05-08-10, 02:34 PM
#70
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^^Very nice and all, but it still doesn't change the fact that it's nothing to shout about, they are late to the table and that's that. Man I could imagine the uproar if Lexus had just announced a new V6 w/ "just" 306hp. 
**sniper edit**
While I'm at it, let me get on my high horse and say the V8 is not that impressive either in terms of specific output. While I'm enthused by it, and squirm with delight about modding potential, and the economy even, 435hp from a TWIN TURBO 4.7L V8 really isn't anything to scream about. Pretty sure you could see at least 410 hp from Lexus' 4.6 NA engine.
**sniper edit**
While I'm at it, let me get on my high horse and say the V8 is not that impressive either in terms of specific output. While I'm enthused by it, and squirm with delight about modding potential, and the economy even, 435hp from a TWIN TURBO 4.7L V8 really isn't anything to scream about. Pretty sure you could see at least 410 hp from Lexus' 4.6 NA engine.
05-08-10, 06:19 PM
#71
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^^ i dont think we are meant to be impressed by the power output alone but the output given the fuel consumption.
Though we have to wait for the EPA, if the numbers given are accurate, then it will be big for them. technically, their cars still do very well given the weak 3.5 currently in their cars, so it doesnt really matter to them.
Though we have to wait for the EPA, if the numbers given are accurate, then it will be big for them. technically, their cars still do very well given the weak 3.5 currently in their cars, so it doesnt really matter to them.
05-08-10, 08:20 PM
#72
While I'm at it, let me get on my high horse and say the V8 is not that impressive either in terms of specific output. While I'm enthused by it, and squirm with delight about modding potential, and the economy even, 435hp from a TWIN TURBO 4.7L V8 really isn't anything to scream about. Pretty sure you could see at least 410 hp from Lexus' 4.6 NA engine.
In fact, the current Lexus 4.6 is rated the same as MB's current 5.5, but the MB engine makes the Lexus engine feel like a V6 in comparison.
Lexus needs to wake up soon, and either increase the displacement or implement a small turbine to boost the power output of their V8 engine.
05-08-10, 08:23 PM
#73
I'm going to make a very bold prediction. At least in the USA the C class will soon be available with 2 engines and E class with 3 engines.
The 3.0 in C300 will be replaced by the 3.5NA
The 3.5 in C350 will be replaced by 3.5T
With the E class, they will make a base version with 3.5NA, next step up will be 3.5T and top of the line model will be 4.7TT V8.
Lets wait and see if my prediction holds true.
The 3.0 in C300 will be replaced by the 3.5NA
The 3.5 in C350 will be replaced by 3.5T
With the E class, they will make a base version with 3.5NA, next step up will be 3.5T and top of the line model will be 4.7TT V8.
Lets wait and see if my prediction holds true.
