1. Alternative drive systems at Daimler AG for the mobility of the future

2. Alternative drive systems at Daimler AG

3. Hybrid vehicles - several drive systems on board

4. Electric motors as an alternative to combustion engines

5. Fuel cell - moving towards a zero-emission future

6. Using better fuels, achieving cleaner combustion and higher performance

7. Advancements with other internal combustion machines

8. Timeline: Alternative drive systems at Mercedes-Benz

Using better fuels, achieving cleaner combustion and higher performance

• Search for alternatives to gasoline and diesel
  
  
• Alcohols, hydrogen, and combustible gases used in the reciprocating piston engine
  
  
• Dual-fuel system using gas and gasoline available for production vehicles
  
  

The combustion engine requires a fuel that burns rapidly in the form of an explosion - the explosion sets the pistons in motion, and their motion, in turn, is used to drive the wheels. Before the internal combustion engine operating on liquid fuels set out on its triumphant advance as a drive unit for automobiles at the end of the nineteenth century, inventors experimented with different alternatives - some liquid, some gaseous, and some solid.

With the first automobiles of Karl Benz and Gottlieb Daimler, the main focus of technological development was on the gasoline engine and thus on mineral-oil-based fuel, but other types of fuel were by no means excluded at first. In the early days of the internal combustion engine, it was still undecided which technology would set the pace and prove best for everyday use.

Ethyl alcohol, for example, manufactured from vegetable material, was an alternative fuel that was given very serious consideration at the time. Even at the end of the nineteenth century, for example, Daimler still offered an internal combustion engine for boat drives in two different versions, one using gasoline and one operating on ethyl alcohol. Admittedly, the second variant also ran on gasoline, switching to ethyl alcohol only when the engine had warmed up.

In the early twentieth century, the armed forces in many countries procured motor vehicles for their own purposes. The internal combustion engine was now virtually indispensable, but no final decision had yet been made on the fuel to be used in it. As always, the military conducted a thorough analysis to achieve the best results for its own purposes, testing various systems. In 1905, for example, the German army placed an order with Daimler-Motoren-Gesellschaft and with NAG (National Automobile Company, Berlin) for one truck each that could operate on a mixture of ethyl alcohol and gasoline.

Fuels based on mineral oil ultimately became the standard for virtually every type of everyday vehicle - for ships, automobiles, and airplanes. But the door remained open for other fuels, because the dependency on finite resources of mineral oil was recognized early on. Internal combustion engines were fired using non-standard fuels especially in times of crisis.

A short-lived alternative: Wood gas

One example of this was the wood gas burner which experienced its greatest popularity before and during the Second World War. It generated a combustible gas from solid fuel, which was then fed into the engine cylinders. Its capacity was limited, but it served its purpose, ensuring a degree of mobility in times of scarcity.

Mercedes-Benz even brought its own system onto the market, which, from 1943 on, was installed ex factory in various vehicles, such as the 170 V, later named the 170 VG. According to the operating instructions, the “G 136 S gas generation system [processes] wood charcoal, coke of peat, semi-coke of lignite, semi-coke of hard coal, and generator anthracite.” The engine output was 16 kW (22 hp) which, at an unladen weight of the vehicle of 1,240 kilograms, was enough to achieve a top speed of 80 km/h. But certain rules needed to be observed, even when heating up, and the special characteristics of the fuel generator needed to be taken into account when driving. All in all, therefore, it was not a very convenient solution, but the main thing was that it was possible to drive the vehicle. The Mercedes-Benz 230 (W 153 series) was also available ex factory with generator gas operation in 1943 and 1944. In order to compensate for the loss of output, the car was powered by a special version of the M 159 engine series, a three-liter spark ignition engine in place of the normal 2.3-liter version.

After the Second World War, an engine with the unassuming abbreviation OM 315 V played a remarkable supporting role in the history of mobility: the “multi-fuel engine” was installed in the Mercedes-Benz LG 315 truck in the 1950s, and, according to the operating instructions, it could run on gasoline, kerosene, petroleum, and also diesel fuel, shale oil, lubricating oil, or even crude oil. The idea of a multi-fuel engine was nothing new. Especially in times of hardship, fuels other than those originally specified often ended up in the tank, and, in many instances, they did actually manage to power the vehicle. The LG 315 engine, however, was notable for the fact that it was built to run on diesel ex factory but could be converted to run on other fuels at any time. Indeed, it ran perfectly with other fuels, albeit with some loss of power output. The injection pump, the fuel system with two feed pumps, and the fuel filter were set up for multi-fuel operation. A reducer was added to the injection pump for the diesel drive to ensure the maximum quantity of fuel injected, and this was folded away when any other fuels were used.

Greater importance attached to environmental concerns
The 1960s brought totally new aspects to automotive engineering. Public awareness of emissions, especially in the U.S.A., and their reduction began to influence Daimler-Benz, since the United States were a major sales market. Since the emissions behavior of an internal combustion engine is significantly affected by the type of fuel, researchers and developers began to focus on fuels. A crucial factor for the expected emission was the ratio of carbon to hydrogen.

In December 1971, Daimler-Benz presented the experimental OG 305 natural gas bus with a capacity for 113 passengers. The aim of this vehicle was to operate in city centers with lower emissions compared with diesel-engined versions. Its six-cylinder engine operated on the same principle as the spark ignition engine and was run initially on compressed natural gas, and later on liquid natural gas. At the unveiling of the vehicle, Hans Scherenberg, then member of the Board of Management with responsibility for Development, which also encompasses Research, had this to say: “The extensive research work carried out by Daimler-Benz AG in the area of vehicle drive systems is intended to reduce the environmental burden caused by pollutant emissions to a minimum.” As hoped, the emissions behavior of the OG 305 was excellent, but test drives showed the downside, with power output being ten percent lower on average and fuel consumption (in terms of calorific value) being roughly ten percent higher compared with a diesel engine.

A Mercedes-Benz 450 SL (R 107 series) with a spark ignition engine optimized to run on methanol was presented to the public in 1974. The high octane rating permitted compression ratios of up to 14:1, although the engineers did not expect any significant increase in performance above 11:1. Additionally, the intense evaporation heat of the methanol acted as a coolant on the intake mixture, and thus contributed to better filling of the cylinders. The lower combustion chamber temperatures also substantially reduced the formation of nitrogen oxides. Overall, the emissions behavior was extremely positive, and a boost in performance of 20 percent was expected for operation with methanol. The downside was that, since the gross calorific value of methanol is only half as much as that of gasoline, twice the amount of fuel needed to be introduced, and for the same range, the automobile needed twice as large a tank.

Hydrogen in the spark ignition engine

Hydrogen was also tested as a fuel for the spark ignition engine. In 1975, Daimler-Benz was the world’s first motor manufacturer to present an experimental van with hydrogen drive and hydride accumulator. Hydrogen opened up interesting possibilities, firstly because gasoline engines and hydride accumulators could be combined without any great problems, and secondly because the emissions behavior of hydrogen engines was especially favorable.

When converting internal combustion engines from gasoline to hydrogen drive, the key problem is how to store the hydrogen in the vehicle. The hydride accumulator optimizes the system. It collects a large portion of the engine heat when the hydrogen is removed. At the hydrogen filling station, this storage energy can be reclaimed during the charging of the storage unit at a useable temperature level of 80–90°C/176–194°F (with a low-temperature hydride), or of 250–300°C/482–572°F (with a high-temperature hydride).

In 1979, under the heading “Mercedes Benz - ideas solve problems,” the company presented different vehicles with engines powered by the alcohol fuels ethanol, methanol and M15 (15 percent methanol and 85 percent gasoline); these vehicles were tested under realistic conditions in Berlin from November 1979. Starting in the fall of 1979, 20 units of the 208 van were operated as part of the M15 field test. In the spring and summer of 1980, this was followed by 31 units of the 230 passenger car model (123 series), also with M15 engines, and 30 units of the Mercedes-Benz 280 SE (126 series), operating on pure methanol or ethanol. A network of filling stations for alternative fuels was specially established for the field test. The tests were to demonstrate that - in comparison with conventional drive systems - there were no changes in drive characteristics, cold or warm start, in the life of the fuel-supplying parts, or in consumption or exhaust figures. The tests were integrated into a project of the Federal German Ministry of Research and Technology (BMFT) entitled “Alternative energies for road traffic.”

In 1981, in a test model based on an O 305 bus, Mercedes-Benz presented a new form of methanol drive for commercial vehicles that incorporated an energy recovery system and was also tested on public transport routes. It made about ten percent better use of the energy from the fuel than previous methanol vehicles operating on the spark ignition engine principle. The engine was based on a six-cylinder diesel and was charged with vaporized fuel. In operation, the engine heat provided the energy required for vaporization. When starting off, the heating for the passenger compartment was used, while in the warm-up phase, a heat exchanger extracted the required energy from the exhaust gas in the exhaust pipe. The engine output was 147 kW (200 hp).

There was another global first in Berlin between 1984 and 1988, when ten vans and station wagons participated in a test phase, burning hydrogen instead of gasoline in their reciprocating piston engines, operating according to the principle of the spark ignition engine. In terms of driving characteristics and performance, there were virtually no disadvantages when compared with the corresponding gasoline-engined models: the 280 TE 2.8-liter six-cylinder engine (123 series), for example, had an output of 120 kW (163 hp) and reached a top speed of 185 km/h. It was designed for hybrid operation, so it could run on either hydrogen or gasoline, and had a range of 150 kilometers in city traffic. The drive system in the vans was designed for hydrogen only, and was based on a 2.3-liter four-cylinder engine with an output of 75 kW (102 hp). The top speed was 130 km/h, and the range was approximately 120 kilometers.

These extensive tests of hydrogen confirmed its basic applicability in combustion engines, but drawbacks, such as the smaller range, lower payload, and the longer time needed to refill the tank, also had to be factored in. In addition, the project provided the company with valuable findings concerning this kind of fuel - including ways to store it in the vehicle and safe methods of refilling the tank. Finally, experience was gained with the infrastructure and logistics involved with supplying alternative fuels.

Passenger cars for alcohol-gasoline hybrid operation
One of the exhibits at the Geneva Motor Show in March 1990 was a Mercedes-Benz 300 E-24 for variable methanol-gasoline hybrid operation, whose engine management system automatically adjusted to the mixing ratio of the fuel components. Two years later, there was a “flexible fuel” test car based on the Mercedes-Benz 300 SE (140 series), whose engine management system was designed for variable gasoline-methanol hybrid operation with a methanol proportion of up to 85 percent. Likewise, in March 1992, a large-scale test began in the city of Freiburg with local taxi companies using biodiesel extracted from rapeseed in their cars. Focusing particularly on environmental protection, for a period of one year, the cab drivers filled up their tanks only with rapeseed oil instead of mineral-based diesel fuel.

In 1994, natural gas drives in commercial vehicles went into large-scale production. Mercedes-Benz offered the low-floor O 405 N bus with a low-emission engine, as a city bus (33 seats and room for 63 standing passengers), as an articulated bus (49 seats and room for 107 standing passengers), and as a country bus (44 seats and room for 48 standing passengers). An in-line engine with an output of 175 kW (238 hp) was used in all variants. CNG (Compressed Natural Gas) was stored in pressurized tanks on the roof. CNG combustion results in very few pollutant and virtually no soot or particulate emissions. Additionally, it contains practically no components that can form pollutants. A further recommendation is that the exhaust gases are largely free of sulfur dioxide and contain lower nitrogen oxide and carbon dioxide levels than conventional fuels.

Vans with natural gas drive reached production standard in 1996. Following exhaustive testing, the NGT (Natural Gas Technology) Sprinter was launched on the market. Its key data: 68 kW (92 hp), 90 km/h top speed and a range of between 180 and 370 kilometers, operating on natural gas only.

In mid-2003, DaimlerChrysler presented the world’s first synthetic diesel fuel manufactured from biomass, known as SunDiesel. The biogenic fuels (BTL, biomass-to-liquid) were largely neutral in terms of carbon dioxide: the biomass was completely reprocessed during production. During combustion, only the same amount of carbon dioxide is produced in the engine as the plants themselves have taken from the air while growing. The carbon dioxide input/output ratio is therefore balanced, and there is no impact on the earth’s atmosphere from additional carbon dioxide. BTL fuels are free of sulfur and aromatic compounds, and, thanks to their definable composition, have precisely controllable properties. This allows the fuel and combustion process to be perfectly matched to one another.

It would be possible to convert natural gas, large quantities of which are burnt off during the production of crude oil, into GTL (gas-to-liquid) fuels that are highly compressed in terms of energy. The company is actively pursuing this strategy with partner companies from the mineral oil industry.

In March 2006, at the AMI (Auto Mobil International) motor show in Leipzig, the smart brand, which is part of the Mercedes Car Group, presented the production version of the forfour lpg (liquefied petroleum gas), featuring an additional liquefied gas tank. There is still a gasoline tank, which means that ranges of up to 1,300 kilometers can be achieved using both types of fuel. The show also featured the smart fortwo cng (compressed natural gas), which offers a choice between gasoline and natural gas.

2006 also saw the start of testing of the new Mercedes-Benz Sprinter 316 NGT bivalent natural gas van. In all probability, it will be available in 2008. In combined natural gas and gasoline mode, it has a range of up to 1,200 kilometers.

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	Group photo: In the 1970s and 1980s, Mercedes-Benz tested different propulsion concepts – with a correspondingly large fleet of test vehicles. The photo was taken on the test track in Stuttgart-Untertürkheim in 1981.
	Group photo: In the 1970s and 1980s, Mercedes-Benz tested different propulsion concepts – with a correspondingly large fleet of test vehicles. The photo was taken on the test track in Stuttgart-Untertürkheim in 1981.
	Mercedes Electrique: “The most reliable, quietest and most modern electric city car.” Advertisement of 1907.
	Rapid start: In 1908, the Berlin fire brigade opted for the Mercedes Electrique with electric drive and purchased a fleet consisting of four vehicles. The wheel hub motors in the front wheels are clearly visible.
	Mercedes Mixte on the front cover of the magazine “La France Automobile”, edition of November 9, 1901.
	Environment-friendly electric drive: The Mercedes-Benz LE 306 of 1972 featured a battery exchange system which accelerated the “refueling”. The vehicle was extensively tested.
	Environment-friendly electric drive: The Mercedes-Benz LE 306 of 1972 featured a battery exchange system which accelerated the “refueling”. The vehicle was extensively tested.
	Environment-friendly electric drive: The Mercedes-Benz LE 306 of 1972 featured a battery exchange system which accelerated the “refueling”. The vehicle was extensively tested.
	Environment-friendly electric drive: The Mercedes-Benz LE 306 of 1972 featured a battery exchange system which accelerated the “refueling”. The vehicle was extensively tested.
	Ready for boarding: Mercedes-Benz city bus with hybrid electric drive of 1979. The internal combustion engine powered a generator which produced electricity for the traction motor.
	Ready for boarding: Mercedes-Benz city bus with hybrid electric drive of 1979. The internal combustion engine powered a generator which produced electricity for the traction motor.
	Ready for boarding: Mercedes-Benz city bus with hybrid electric drive of 1979. The internal combustion engine powered a generator which produced electricity for the traction motor.
	Diesel-electric operation in cities: In the Mercedes-Benz Cito (1998), a four-cylinder engine powered a generator which produced electricity for the traction motor. Purely electric operation was possible over short distances.
	Diesel-electric operation in cities: In the Mercedes-Benz Cito (1998), a four-cylinder engine powered a generator which produced electricity for the traction motor. Purely electric operation was possible over short distances.
	Energy providers: The Mercedes-Benz OE 302 electric test bus (1969) needed five battery modules which were installed underneath the floor.
	Diesel-electric: The Mercedes-Benz OE 302 test city bus was powered by electricity, its batteries being charged by a diesel engine. This vehicle marked a new start in hybrid drive development in 1969.
	No clutch pedal: The driver of the Mercedes-Benz OE 302 electric test bus (1969) only had to actuate the accelerator and brake with his feet.
	Diesel-electric: The Mercedes-Benz OE 302 test city bus was powered by electricity, its batteries being charged by a diesel engine. This vehicle marked a new start in hybrid drive development in 1969.
	Early example of an electric car: The chassis of the 30/35-hp Mercedes with wheel hub motors (built from 1905 until 1909).
	Refueling at the mains: Two Mercedes-Benz test vehicles with electric drive, photographed in 1995.
	Testing in the early 1990s: Mercedes-Benz MB 100 D van with electric drive; a city bus version of this model was also set up.
	Large-scale electric-drive test on the island of Rügen in 1992: Mercedes-Benz contributed ten 190 cars and ten MB 100 D vans.
	Large-scale electric-drive test on the island of Rügen in 1992: Mercedes-Benz contributed ten 190 cars and ten MB 100 D vans.
	Emissionsfrei unterwegs: Der in Serie gefertigte Duo-Bus, hier ein Exemplar aus dem Jahr 1993, hat einen reinen Elektroantrieb mit doppelter Energiezufuhr. Die Antriebsenergie kommt entweder aus einer Unterflur-Batterie oder gelangt per Oberleitung ins Fahrzeug („O-Bus“). Das bringt Flexibilität abseits des Leitungsnetzes.
	Transparency: The X-ray picture of a Mercedes-Benz C-Class with electric drive of 1993 shows the layout of components.
	Large-scale electric-drive test on the island of Rügen in 1992: Mercedes-Benz contributed ten 190 cars and ten MB 100 D vans.
	Test car with ZEBRA battery: Mercedes-Benz 190 with electric drive, 1993.
	Large-scale electric-drive test on the island of Rügen in 1992: Mercedes-Benz contributed ten 190 cars and ten MB 100 D vans.
	Novel electric drive: The Mercedes-Benz 190 used as a test car in 1991.
	Novel electric drive: The Mercedes-Benz 190 used as a test car in 1991.
	Large-scale electric-drive test on the island of Rügen in 1992: Mercedes-Benz contributed ten 190 cars and ten MB 100 D vans.
	Zero-emission motoring in the city: In July 2006, the smart brand launched a pilot project in London. The fortwo ed (electric drive) generates an output of 30 kW (41 hp) for adequate performance and has a range of some 100 kilometers (62 miles).
	Zero-emission motoring in the city: In July 2006, the smart brand launched a pilot project in London. The fortwo ed (electric drive) generates an output of 30 kW (41 hp) for adequate performance and has a range of some 100 kilometers (62 miles).
	High level of ride comfort: In early 1982, Mercedes-Benz began testing electric drive systems in passenger cars. The station wagon from the 123 series largely corresponded to the production version but its load compartment was reduced in size by the fact that it accommodated the battery.
	High level of ride comfort: In early 1982, Mercedes-Benz began testing electric drive systems in passenger cars. The station wagon from the 123 series largely corresponded to the production version but its load compartment was reduced in size by the fact that it accommodated the battery.
	High level of ride comfort: In early 1982, Mercedes-Benz began testing electric drive systems in passenger cars. The station wagon from the 123 series largely corresponded to the production version but its load compartment was reduced in size by the fact that it accommodated the battery.
	Testing in city traffic: Mercedes-Benz 307 E van with electric drive (1980).
	On the test track in Stuttgart-Untertürkheim: Mercedes-Benz 307 E van with electric drive (1980).
	Propulsion energy at times of hardship, available ex factory: Mercedes-Benz 170 VG (1935) with wood gas burner.
	Mercedes-Benz L 307 van of 1975: Test vehicle with hydrogen propulsion and hydride storage unit.
	Test bus of 1971: The six-cylinder spark-ignition engine of the Mercedes-Benz OG 305 operated on natural gas – with very low pollutant emissions.
	Prototype with electric drive: The Mercedes-Benz A-Class (W 168 series) of 1998 derived its energy from a ZEBRA high-performance battery on a sodium/nickel chloride basis.
	In 1992, Mercedes-Benz presented a “Flexible Fuel” test car based on the 300 SE S-Class model (140 series). It engine management was designed for variable mixed methanol/ gasoline operation with a methanol proportion of up to 85 percent.
	Adjustable engine management: In 1990, Mercedes-Benz presented the 300 E-24 for variable mixed methanol/gasoline operation.
	Special setup: The Mercedes-Benz 450 SL test car (R 107 series) of 1974 had a spark-ignition engine optimized for operation on methanol. The engineers used the console and additional switches for controlling and monitoring the fuel system.
	Three test vehicles from Mercedes-Benz (from left to right): LE 306 electric van (1972), OE 302 electric test bus (1969), OG 305 natural-gas test bus (1971).
	Energy carrier for the future: In 1988, hydrogen was tested as a fuel in Mercedes-Benz vans and passenger cars.
	Mercedes-Benz 200, 1981: Test car for the combined supply of the internal combustion engine with gasoline and liquefied gas.
	Methanol operation and energy recuperation: The Mercedes-Benz O 305 test city bus on the test track in Stuttgart-Untertürkheim (1981). The vehicle was also tested in regular service.
	Environment-friendly vehicles: Mercedes-Benz city bus with electric drive, van with electric drive and passenger car (123 series) for mixed methanol/gasoline operation. The photo was taken around 1980.
	Methanol as a fuel: In 1979, the Federal German Ministry of Transport launched a research project named “Alternative Energies for Road Traffic”. Mercedes-Benz participated in a field test in Berlin with different vehicles, among them the 230 model (123 series).
	Methanol as a fuel: In 1979, the Federal German Ministry of Transport launched a research project named “Alternative Energies for Road Traffic”. Mercedes-Benz participated in a field test in Berlin with different vehicles, among them the 230 model (123 series).
	Gratifyingly low emissions, more efficient power output: The Mercedes-Benz 450 SL test car (R 107 series) with a spark-ignition engine optimized for operation on methanol was presented to the public in 1974.
	B-Class F-Cell
	NECAR 1, 2 and 3: From van to A-Class.
	Mercedes-Benz Concept Vehicles, NECAR 1: An MB 100 van served as basis.
	Mercedes-Benz Concept Vehicles, NECAR 1: The cargo space is packed with equipment. The stacks are arranged beneath the yellow hydrogen flask.
	The Technology of the Fuel Cell and its Operating Systems, The operating principle of the fuel cell.
	Matured: After the completion of the test stage, several units of the NGT Sprinter (Natural Gas Technology) were put into service, for instance by RHENAG in April 1996.
	Matured: After the completion of the test stage, several units of the NGT Sprinter (Natural Gas Technology) were put into service, for instance by RHENAG in April 1996.
	In 1992, Mercedes-Benz presented a “Flexible Fuel” test car based on the 300 SE S-Class model (140 series). It engine management was designed for variable mixed methanol/ gasoline operation with a methanol proportion of up to 85 percent.
	Hydrogen testing: Mercedes-Benz also investigated the suitability of hydrogen as an energy supplier for internal combustion engines in vans.
	On the way into the future: Different vehicles – the photo shows a Mercedes-Benz 230 E – were used in 1993 for testing hydrogen as a fuel for the internal combustion engine.
	On the way into the future: Different vehicles – the photo shows a Mercedes-Benz 230 E – were used in 1993 for testing hydrogen as a fuel for the internal combustion engine.
	Production car: In March 2006, smart presented the forfour lpg (liquefied petroleum gas) with a liquefied-gas tank in addition to the gasoline tank. In combined operation, the car has a range of 1,300 kilometers (over 800 miles).
	Production car: In March 2006, smart presented the forfour lpg (liquefied petroleum gas) with a liquefied-gas tank in addition to the gasoline tank. In combined operation, the car has a range of 1,300 kilometers (over 800 miles).
	Production car: In March 2006, smart presented the forfour lpg (liquefied petroleum gas) with a liquefied-gas tank in addition to the gasoline tank. In combined operation, the car has a range of 1,300 kilometers (over 800 miles).
	Spectacular test car: The Wankel or rotary-piston engine was tested in the Mercedes-Benz C 111-I (1969, shown in the photo) and C 111-II (1970).
	Spectacular test car: The Wankel or rotary-piston engine was tested in the Mercedes-Benz C 111-I (1969, shown in the photo) and C 111-II (1970).
	On the way into the future: Different vehicles – the photo shows a Mercedes-Benz 230 E – were used in 1993 for testing hydrogen as a fuel for the internal combustion engine.
	V8 gasoline engine with cylinder shutoff, six-cylinder diesel engine with turbocharger, gas turbine: The Mercedes-Benz Auto 2000 research car (1981) was used for testing these three propulsion systems.
	V8 gasoline engine with cylinder shutoff, six-cylinder diesel engine with turbocharger, gas turbine: The Mercedes-Benz Auto 2000 research car (1981) was used for testing these three propulsion systems.
	V8 gasoline engine with cylinder shutoff, six-cylinder diesel engine with turbocharger, gas turbine: The Mercedes-Benz Auto 2000 research car (1981) was used for testing these three propulsion systems.
	V8 gasoline engine with cylinder shutoff, six-cylinder diesel engine with turbocharger, gas turbine: The Mercedes-Benz Auto 2000 research car (1981) was used for testing these three propulsion systems.
	V8 gasoline engine with cylinder shutoff, six-cylinder diesel engine with turbocharger, gas turbine: The Mercedes-Benz Auto 2000 research car (1981) was used for testing these three propulsion systems.

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