Recent reports are in that the Mercedes in-line six-cylinder engines are not just on their way back but design is well underway. Once the defining characteristic of the Mercedes-Benz brand, Mercedes got rid of the straight-six engines in the mid ’90s.

The in-line engines will be part of a new modular powertrain architecture that will also include three and four-cylinder units as well as the popular six. Mercedes’ new engines will likely debut in a 2016 Mercedes-Benz E-Class.  A year after that, a mid-life revised 2017 C-Class will be introduced with a three-cylinder engine.

What’s being dubbed by AutoCar as the ‘Autobahn Pilot’ will also makes its arrival in 2016 on the E-class and in 2017 on the C-class. Insiders at Mercedes-Benz say the system is an “autonomous driving assistant with an overtaking function”.

Sources have confirmed that the new Mercedes C-Class AMG  will get a twin-turbocharged 4.0-litre V8 engine with a seven-ratio Speedshift automatic transmission and will have the option of all-wheel drive. A nine-speed Speedshift is also under development and is expected to appear during the 2017 mid-life refresh.

The heavily redesign 2014 Mercedes-Benz E-Class will be available in spring 2013, complete with new, efficient engines, new assistance systems and a new design style.

For those of you without much time on your hands, we’ve put together a quick reference guide and a photo gallery with only 20 photos.  If you would like to see the complete coverage, full press release and 70 photos, of the 2014 E-Class Estate and Sedan, CLICK HERE.

Performance:

• E250 BlueTEC: 2.1-liter 4-cylinder turbodiesel: 190 hp, 369 lb.-ft
• E350 Sedan: direct-injection 3.5-liter V6: 302 hp, 273 lb.-ft.
• E350 4MATIC Wagon: direct-injection 3.5-liter V6: 302 hp, 273 lb.-ft.
• E400 HYBRID Sedan: electric motor and direct-injection 3.5-liter V6: 27 hp + 302 hp, 184 lb-ft + 273 lb-ft
• E550 4MATIC Sport Sedan: turbocharged direct-injection 5.5-liter V8: 402 hp, 443 lb.-ft.

New Standard Feature Highlights:

• Collision Prevention Assist
• ATTENTION ASSIST (new generation)
• ECO Start/Stop
• Sport models feature integrated star in grille
• Dashboard design

New Optional Feature Highlights:

• 4-cylinder diesel powertrain
• 4MATIC all-wheel drive on BlueTEC
• Full-LED lighting
• Surround View Camera
• Parking Assist Package
• New generation Driver Assistance Package, featuring:
  • DISTRONIC PLUS® with Steering Assist
  • Optimized Active Lane Keeping Assist
  • BAS PLUS® with Cross-Traffic Assist
  • PRE-SAFE PLUS® for rear-end collision
  • Autonomous emergency braking (PRE-SAFE® Brake) on pedestrians

BlueTEC diesel units and the new generation of BlueDIRECT direct-injection petrol engines form the basis for the excellent economy and outstanding life cycle assessment of the new M-Class. In this respect, downsizing takes centre stage as far as the diesel models are concerned:

• In the ML 250 BlueTEC 4MATIC, the 3.0-litre V6 of the previous model is replaced by the thrifty four-cylinder EU6-standard unit already familiar from, for instance, the S-Class.

• The ML 350 BlueTEC 4MATIC features an extensively revamped 3.0-litre V6, which also betters the EU6 standard and offers far better performance coupled with a substantial reduction in fuel consumption. Thanks to state-of-the-art AdBlue® emission control technology both diesel models comfortably meet the EU6 standard slated for introduction in 2014.

Data comparison with corresponding predecessor model:

State-of-the-art engine technology from the inventor of the diesel passenger car

The 2.2-litre CDI engine turns the ML 250 BlueTEC 4MATIC into the most economical SUV in its class. With NEDC fuel consumption of 6.0 l/100 km, the model even outperforms any hybrid model currently offered by the competition. Despite the low fuel consumption figures, this M-Class model boasts maximum torque of 500 Nm at 1600 rpm and rated output of 150 kW (204 hp) with outstanding performance: the M-Class accelerates from 0 to 100 km/h in 9.0 seconds before going on to a top speed of 210 km/h.

Two-stage turbocharging produces high torque even at low engine speeds. The compressor package – already fitted in the compact SUV GLK 250 CDI 4MATIC – made up of a small high pressure (HP) and a large low pressure (LP) turbocharger contributes decisively to the high output on a par with the 6 cylinder unit in the predecessor model ML 300 CDI BlueEFFICIENCY 4MATIC. The two turbochargers are connected in series, and each has a turbine and a compressor driven by this turbine. The HP turbine is located directly at the exhaust manifold and initially allows exhaust gas to flow through it; it then rotates at up to 215,000 revolutions per minute. The HP turbine housing features an integral bypass duct, which can be opened or closed by means of a charge-pressure control flap. If the flap is closed, the whole exhaust stream flows through the HP turbine, so that the exhaust-gas energy is available solely for the HP turbine drive. This means that the optimum charge pressure can be built up at low engine revs.

The two compressors are likewise connected in series, and are in addition connected to a bypass duct. The combustion air from the air filter first flows through the low-pressure compressor, where it is compressed as a function of the LP turbine’s output. This pre-compressed air then passes into the high-pressure compressor, which is coupled to the HP turbine, where it undergoes further compression. The result is a genuine two-stage turbocharging process. The major advantage of this sophisticated, demand-related control of the combustion air supply using two turbochargers is improved cylinder charging, and therefore high torque even at low engine speeds. Fuel consumption is also reduced. When the car is driven, this concept makes itself felt by harmonious driving characteristics with no turbo-lag, a favourable torque curve across the entire engine speed range, instant responsiveness and excellent performance.

The V6 diesel engine in the ML 350 BlueTEC 4MATIC guarantees effortlessly superior traction. It develops 190 kW (258 hp) and impressive torque of 620 Nm. Despite its extraordinary performance this version boasts combined NEDC fuel consumption of 6.8 litres of diesel per 100 kilometres. The highly efficient V6 diesel unit delivers effortlessly superior performance: the ML 350 BlueTEC 4MATIC accelerates from standstill to 100 km/h in 7.4 seconds before moving on to a top speed of 224 km/h. While delivering performance on a par with the predecessor model, the ML 450 CDI 4MATIC with V8 diesel engine, the new unit, however, boasts 36 percent lower fuel consumption.

Just like the ML 250 BlueTEC 4MATIC, the ML 350 BlueTEC 4MATIC also ranks among the world’s cleanest diesel models: BlueTEC is a technology developed by Mercedes-Benz to reduce emissions from diesel vehicles, especially nitrogen oxides. AdBlue®, an aqueous urea solution is injected into the exhaust gas stream as part of this process, releasing ammonia, which reduces up to 80 percent of the nitrogen oxides into harmless nitrogen and water in the downstream SCR (Selective Catalytic Reduction) catalytic converter. Upshot: both models already comply with the EU6 exhaust emissions standard due to be implemented in 2014. The AdBlue® tank is located under the luggage compartment floor to protect it in the event of a crash, has a capacity of 25.7 litres and is topped up every 25,000 kilometres at the regular service intervals. The filler opening is located behind the side fuel filler flap alongside the tank filler neck and is marked clearly with a luminous blue cap. This configuration allows the ML driver to top up the tank easily if they take full advantage of the off-road capabilities of the M-Class and are unable to find a service station off the beaten track. AdBlue® is available as a refill container from any Mercedes-Benz dealership; the instrument cluster provides a timely indication of the need to top up the tank.

Latest-generation BlueDIRECT direct-injection engine for the ML 350 4MATIC BlueEFFICIENCY

The ML 350 4MATIC BlueEFFICIENCY petrol-engined model features the groundbreaking technology of the new generation of V engines from Mercedes-Benz. At the heart of the BlueDIRECT technology package lies the enhanced third-generation spray-guided direct petrol engine with piezo-electric injectors. In combination with multi-spark ignition, this technology offers further possibilities for fuel savings.

The V6 engine in the ML 350 4MATIC BlueEFFICIENCY utilises a new stratified combustion process with a considerably extended characteristic map and fuel-efficient lean-burn technology (“homogeneous stratified mode”). 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.

The third-generation direct-injection system also features rapid multi-spark ignition (MSI). How it works: 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.

The ultra-modern 3.5-litre V6 unit has been designed as a naturally aspirated engine. As a major distinction from the preceding engine in the ML 350 4MATIC, the V-angle between the cylinder banks has been reduced from 90 degrees to 60 degrees. This has enabled the balancer shaft compensating primary vibrations to be omitted. As a result the driver notices an outstanding level of comfort. The design highlights of the 3.5-litre V6 include a completely new air intake and exhaust system in conjunction with a variable resonance intake manifold and optimised inflow and outflow. Result: with the same displacement, the output compared with the previous 200 kW (272 hp) model is increased by 12.5 percent to 225 kW (306 hp), while maximum torque has increased by 5.7 percent to 370 Nm (predecessor: 350 Nm) and now is available over a broader engine speed range from 3500 to 5250 rpm. In parallel with this substantial increase in power, Mercedes engineers have achieved an equally impressive reduction in fuel consumption. The predecessor’s NEDC fuel consumption has been reduced by 25 percent. The new V6 petrol engine in the ML 350 4MATIC BlueEFFICIENCY consumes 8.5 litres per 100 kilometres, making it the most economical petrol model in its class. The model combines excellent consumption figures with dynamic performance, accelerating from standstill to 100 km/h in 7.6 seconds, and with a top speed of 240 km/h.

Data for comparison:

A powerful and responsive, 5.5-liter twin-turbocharged V12 engine is not usually what comes to mind when you think of “green” cars, but – if Bernie Towns and the crew at Speedriven get their way – it soon may be.

Bernie Towns is an engineer at HighMount Exploration and Production – a natural-gas-focused energy company based out of Houston, Texas. “Clean” and “green” are everyday buzzwords in the energy-production industry, and Towns’ company Future Power Technology well be no exception, promoting research into new ways to push CNG into the mainstream. In addition to being well-versed in current green-energy trends, however, there is something about Bernie Towns that is different from the usual green-car advocates. “I admit it. I’m a horsepower addict,” Bernie says. “I love speed, I love power, and I love my Mercedes-Benz.”

The object of Towns’ current automotive affections is a 2007 SL600 Mercedes-Benz roadster, which – after nearly a year of research and development work by Chicago-based tuning firm Speedriven – now develops over 800 horsepower and over one-thousand pound-feet of torque from its biturbo V12. Good enough for 10-second quarter mile runs and a top speed well in excess of 200 mph.

Towns’ massively powerful Speedriven SL satisfied his need for speed, then, but Towns still felt that something was missing. “In the IT world, we literally spend hours of every day coming up with ways to do business in more efficient ways and (at HighMount) in more environmentally responsible ways,” explains Towns. “So there I am, sitting at lunch one day and the people are talking about natural gas cars, and it suddenly hits me: we should convert the SL to run on natural gas!”

“In a lot of circles, green is the new fast,” says Speedriven’s Jo Borras. “I think that’s true, and Bernie is certainly a believer. He’ll talk about CNG giving off 80% fewer harmful emissions than gasoline, and he has the resources to figure out flame-front speeds, burr temperatures, and other technical things we need on our end to properly tune for the gas and convert the car. He doesn’t just want to do a CNG Benz, though. Bernie wants to break records.”

“Audi has the current record, at 364.6 kilometers per hour that they set back in 2009. That’s just over 225 mph, which they did in a heavily tuned Audi S4 making about 700 hp,” explains Towns. “That wasn’t standing-mile speed or anything, that was all they could get out of that car. The Mercedes has a bigger engine to start with, and it’s a slipperier car – from the factory at least. By the time this is all said and done, we’ll be making at least another 100 horsepower over the record Audi, and Mercedes has already given us a better aero package to work with. 230 mph to 240 mph run on CNG powered fuel. That’s the goal, and why can’t we do it? We know that Oklahoma and Texas have an abundance of natural gas, and a ready infrastructure of responsibly operating and producing companies that employ thousands of Americans all the way from production to distribution at CNG-filling stations that are already in place and available to the public. This is exciting and this is fun and there is no better and more brilliant use of this type of clean power than in our vehicles.”

The next test of Bernie’s car is scheduled for the Texas Mile event in March, and the SL600 is already at Speedriven’s Chicago facility, getting fitted with a new turbocharger assembly designed to push the boundaries even farther. “The first step to put the ‘pedal to the metal’ on this project is for Speedriven to get the hardware to where it needs to be,” says Towns. “I think 200 in a standing mile, with 240 mph or so as the top speed. Once we’re happy with the hardware and with the programming and we’re getting the results we want on gas, then we’ll convert the car’s fuel system and scale the math appropriately for the CNG. That way we’re dealing with known quantities all the way through, introducing new variables one at a time. That’s how Speedriven wants to move forward and that’s how everyone on my end likes to do things as well. Methodical. Step by step.”

Bernie Towns and the crew at Speedriven are moving forward and gaining support with each passing week. Towns offers that the group has been in touch with Mercedes-Benz USA, and that the ANGA and NGV America are also getting “on board” with the project.

“We’re pretty excited. I’m pretty excited,” says an emotional Towns. “It’s not everyone who gets to go out and do something really exciting with emerging technology and clean energy and break speed records in the same car they drive home every day and still get to call that ‘work’. This is great!”

The new MY2012 Mercedes-Benz C-Class Coupe will debut at the Geneva Motor Show on March 1 and make its way to U.S. showrooms in September. The 302-hp C350 and 201-hp C250 include the progressive technology featured on the upcoming MY2012 C-Class sedan, but packaged in a coupe design that combines pure driving fun with exemplary efficiency.

“By extending the C-Class portfolio, we are consciously targeting new customers,” says Dr. Joachim Schmidt, Head of Sales and Marketing at Mercedes-Benz Cars. “The new model is youthful, stylish and expressive. What we are offering is an exceptionally sporty way to enter the world of the Mercedes-Benz coupe.”

Dramatic design with classic coupe proportions

From the side, the new coupe captivates the onlooker with its compact proportions, low silhouette (1.5 inches flatter than the sedan) with powerful shoulders and a narrow C-pillar in a classic three-box design. Typical coupe features include the short front overhang, long hood, steeply raked windshield and long, sloping roof. The greenhouse extends far beyond the rear axle to an aggressive short rear end.

While the wedge-shaped, sloping beltline provides a link to the C-Class sedan, its strong upsweep into the C-pillar is an entirely distinctive element. This part of the beltline trim moves sharply upwards to meet the roofline trim and not only adds an aggressive touch to the side windows but also enhances the powerful shoulders.

Front and rear: truly a coupe, truly C-Class

At the front, the new coupe shares the same styling as the latest C-Class sedan and yet still has its own personality. The front view is dominated by the prominent radiator grille surround including the bumper. The center air intake opens upwards, forming a visual base for the radiator grille, which has the double-louvre style typical of a coupe. Two chrome louvers extend on either side of the central star, tapering off at the outer edges and creating an aggressive, arrow-shaped horizontal sweep which gives the front end a pronounced V-shape.

This continues into the side sections which extend from beneath the headlamps and blend into the feature lines along the vehicle’s length, thereby linking the front end with the sides. The side air intakes in the bumper featuring integrated horizontal daytime running lamps are positioned low, giving the coupe a road-hugging appearance. The shape of the clear-lens headlamps creates a dramatic impression, and acts together with the hood, radiator grille and bumper trim to reinforce the pronounced front section.

From the rear, the new C-Class Coupe looks athletically compact. The appearance of length is reduced by the flowing roof beyond the rear axle, steeply raked rear window and fluid C-pillars. A wide groove at the top of the trunk lid, which is based on the side panel, emphasizes the rear’s compactness. Positioning the tail lights as far apart as possible emphasizes width. This particular impression of depth is achieved by a centrally located LED indicator, which appears to float in front of the red upper and lower lights with their more deeply set LEDs. Continuous, horizontal light-catching contours in the bumper further accentuate the broad, deep-set effect. A diffuser towards the bottom of the rear bumper between the tailpipe trim makes the rear end look lighter and gives the vehicle a distinctively sporty and dramatic quality.

Highest quality with exclusive color accents

The instrument panel features three tube rings with a metallic finish, the new three-spoke steering wheel features a flat bottom and comes standard with shift paddles. The surfaces of the controls are finely detailed and metallic. The stepped top of the dashboard also accommodates the standard 5.8-inch central display and continues onto the front passenger side as a discreet light-catching contour. The central, trapezoidal air vents and the round vents on the outside are highlighted in detail by metallic trim. The control panel of the new center stack has silver-colored keys, while the combination of matte keys, high-gloss areas and a new controller knob design underline the high quality of the interior.

A large section of trim highlights the dashboard, extending from the center air vents across the front passenger side to the outer air vent, emphasizing the interior’s generous proportions. Aluminum trim is standard on the C250 Coupe, while the C350 Coupe features rich Burl Walnut. Unique Ash Olive Matte Wood Trim is optionally available.

The C-Class Coupe is a fully fledged four-seater featuring four sporty, comfortable seats with integrated headrests. If desired, the backrests in the rear can be folded to extend the storage area.

Enhanced telematics with more ease of operation and attractive good looks

The C-Class Coupe features the new telematics generation. Major new features include greater operating convenience, larger displays, phone book transfer, wireless Bluetooth audio streaming and a USB interface now located in the center armrest.

Integrated services include SIRIUS weather information and a special destination search via Google, as well as the option of downloading a route that has been previously configured on a PC using Google Maps and sent to the car. The optional COMAND navigation system also has a new 3D display with city views.

Driving routes covered can now be recorded and recalled later, specific personal destinations can be saved or imported via an SD card and four alternative routes can be displayed on the navigation map including an especially economical route.

Plenty of performance, low fuel consumption

There is a choice of two new direct-injection gasoline engines to power the C-Class Coupe and both models are equipped with a more fuel efficient 7-speed automatic transmission.

The V6 gasoline engine in the C350 features the efficient BlueDIRECT injection and delivers 302 hp and 273 lb-ft of torque. Average combined fuel consumption is 22 mpg (estimated). The four-cylinder gasoline engine in the C250 also features direct injection and is turbocharged, offering high performance and exemplary economy.

The engines for the C-Class Coupe:

Chassis: agile handling and a high level of comfort

The standard AGILITY CONTROL suspension complements the dynamic engines to perfection. This is based on an amplitude-dependent damping system: when driving normally with low shock absorber impulses, the damping forces are automatically reduced for a noticeable improvement in road noise and tire vibration – but without any compromise in handling safety. When shock absorber impulses increase, for example when cornering at speed or performing evasive maneuvers, the maximum damping forces are set and the car is effectively stabilized. The AGILITY CONTROL suspension is complemented by a rack-and-pinion steering system.

Precision suspension: three-link front axle, multi-link independent rear suspension

The front axle has a three-link construction with McPherson spring struts. The lower control arm consists of two separate elements which serve as torque and cross struts and are both made of aluminum. The third link in the front suspension is the tie rod which connects the transverse steering gear to the wheels. The reinforced anti-roll bar is connected to the spring strut which is likewise actively involved in directing the front wheels.

With multi-link independent rear suspension, the wheel is attached to five flexibly mounted, independently acting control arms which restrict five of the available spatial movements: thanks to this intelligent control arm construction each rear wheel basically retains freedom of movement in one plane only, namely during controlled compression and rebound.

Driver assistance systems provide warnings and intervene

With nine airbags as standard, belt tensioners and belt-force limiters for all seats, the C-Class Coupe has extensive safety features. The airbags, which can deploy in milliseconds in the event of an accident, include front, side and pelvic airbags for the driver and front passenger, a kneebag on the driver’s side, and headbags. The side protection system – comprising headbag and thoraxbag – optimizes the level of protection afforded to individual parts of the body.

With a number of driving assistance systems ranging from standard ATTENTION ASSIST drowsiness detection to optional Lane Keeping Assist, the coupe provides a comprehensive level of driver support and protection. The assistance systems are based on the latest radar, camera and sensor technology, and cover frequent accident causes such as distraction, fatigue and darkness.

Assistance systems at a glance:

• Anti-lock braking system ABS
• Adaptive Highbeam Assist
• Lane Keeping Assist
• Blind Spot Assist
• ATTENTION ASSIST
• Electronic Stability Program ESP®
• Bi-Xenon headlights with active curve illumination
• PARKTRONIC with Parking Guidance

2012 Mercedes-Benz C-Class Coupe Technical Data

Wide, spectacular and clad in an authentic racing car outfit – two very special S-Class saloon models from the AMG stable. One is the racing touring car of 1971, the 300 SEL 6.8 AMG, and the other is the S 63 AMG showcar. With identical sponsoring and the memorable start number “35”, the new high-performance model is a reminder of a historic success: on July 25, 1971, the bright red four-door saloon crossed the finish line in second place at the 24-hour race in Spa-Francorchamps. This triumph in the car’s very first race made AMG world-famous overnight.

The highly experienced Hans Heyer and Clemens Schickentanz took turns behind the wheel of the AMG touring car. AMG was anything but the favourite to win this classic Belgian long-distance race: it faced the mighty opposition of the Ford Capri RS, BMW 2800 CS, Chevrolet Camaro, Opel Commodore and Alfa Romeo GTA. Nobody expected that the large luxury saloon from Affalterbach in provincial Swabia would be able to keep up with the well-established teams.

5th place in the starting line-up for AMG

The red four-door saloon already showed its potential in training, when Clemens Schickentanz surprised everyone with the fifth-fastest training time. Indeed nobody at AMG had expected fifth place in a starting line-up of 60 cars. 80,000 spectators wondered about the fast, red saloon with its long wheelbase – the only Mercedes taking part in the race. Pole position was occupied by the favourite, the Chevrolet Camaro driven by Ivo Grauls and Peter Hoffmann, followed by the Alpina-BMW 2800 CS of Niki Lauda/Gérard Larousse, then the first works Ford Capri with Dieter Glemser and Alex Soler-Roig, and the Schnitzer-BMW 2800 CS piloted by Rauno Aaltonen and Helmut Kelleners. All in all, 60 racing touring cars were seeking to beat the stopwatch on the then 14.1 kilometre course in the Ardennes, driven by well-known names such as Hans-Joachim-Stuck, Jochen Mass, Toine Hezemans, Willy Kauhsen, Achim Warmbold and Rainer Braun.

On the first lap, driver Hans Heyer in the 300 SEL 6.8 AMG was able to manoeuvre into 3rd place right behind the Ford Capri (Glemser/Soler-Roig) and the Chevrolet Camaro (Grauls/Hoffmann). After a turbulent race with a rainstorm at midnight and numerous breakdowns, the “35” finally crossed the finishing line in second place behind the works Capri driven by Glemser/Soler-Roig. The AMG saloon had absolved exactly 308 laps in the 24 hours. Technical problems: none at all. A sensational result.

Top speed of 265 km/h and exotic wood trim in the cockpit

Hans Heyer looks back fondly on this race: “We knew we could win, but the others did not know that yet!” The AMG saloon was unbeatable on the straight, however the braking system substantially adopted from the standard model had problems coping with the weight of the car (1635 kilograms). “But on the old Spa course the discs had plenty of time to cool down, and nobody was able to catch us on the long straights,” the now 67 year-old reminisces. With a top speed of 265 km/h, the 300 SEL 6.8 AMG was tailor-made for the fast Belgian track. The interior had a luxurious atmosphere with its standard appointments such as power steering, air suspension, carpets, panelled doors and a dashboard with exotic wood trim. The spectators along the trackside enthusiastically cheered the large saloon with its unmistakable V8 sound. “The outsider quickly became the public’s favourite,” says Hans Heyer.

The AMG racing saloon was technically based on the Mercedes-Benz 300 SEL 6.3. With an engine output of 184 kW (250 hp) at 4000 rpm and a top speed of 220 km/h, this luxury saloon was Germany’s fastest regular production car at the time. It was not only an enlarged displacement from 6330 to 6835 cc that increased the output to 315 kW (428 hp) at 5500 rpm, and torque from 500 to 608 newton metres. AMG co-founder Erhard Melcher “tweaked” the eight-cylinder power unit using classic methods: high-precision camshafts and modified rocker arms, lighter connecting rods, new Mahle pistons, larger intake valves, modified combustion chambers, polished intake and exhaust ducts, a new intake tract with two throttle flaps and a racing exhaust system ensured a better gas throughflow and made higher engine speeds possible. Endurance was improved by installing an additional oil cooler and finely balancing the crankshaft.

The wings were flared to make room for the lightweight size 10 x 15 and 12 x 15-inch magnesium wheels adopted from a C 111 test car. Aluminium doors helped to reduce the car’s weight from the original 1830 to 1635 kilograms. Larger front wishbones, a more robust rear axle with a heavy-duty differential and smaller, stiffer suspension air bellows made the saloon fit for the racetrack.

Sensational success reported on German TV news

The unexpected success in the 24-hour race at Spa-Francorchamps made AMG, which was founded in 1967, well-known overnight – and marked the start of an impressive success story. Even the German TV news “Tagesschau” reported on this sensational result. “It really was a sensation at the time,” AMG founder Hans Werner Aufrecht remembers. The courage shown by Aufrecht and his partner Melcher in entering such a car in the classic 24-hour race had been well rewarded.

Afterwards the 300 SEL 6.8 AMG took part in the 2×6 hour race at Paul Ricard on 11 and 12 September 1971, accompanied by a privately entered 300 SEL 6.3 with an AMG engine. In March 1972, now repainted in yellow, the 300 SEL 6.8 AMG took part in the trials for the Le Mans 24-hour race, but did not take to the starting line for the June race. The car was however entered in the 24-hour race at the Nürburgring in June 1972, and in the Nuremberg 200-mile race at the Norisring on 6 August 1972, where Hans Heyer took first place in the “Standard and special touring cars above 2000 cc” category with the four-door saloon, which had meanwhile been painted red again. The success story of the 300 SEL 6.8 AMG came to an end there: a rule-change by the Fédération Internationale de l’Automobile (FIA) put the brakes on this muscular racer, as only cars with an engine displacement of up to five litres were permitted to enter European Touring Car Championship races in future. AMG sold its racing saloon to the French Matra group, where it was converted for high-speed tests on aircraft tyres. Its subsequent fate is unknown. In spring 2006 Mercedes-AMG built a replica of the 300 SEL 6.8 AMG according to the original drawings, so as to keep this unique success story alive.

Spectacular S 63 AMG”Thirty-Five” showcar in the style of the racing touring car

Like its historic predecessor, the new S 63 AMG showcar does not fail to attract attention. Eye-catching details include the imposing tyre sizes of 275/35 R 20 and 325/30 R 20 at the front/rear, and the 4.5 cm flare on each wing. The start number 35 and practically all the sponsoring stickers follow the original. Instead of fire-red non-metallic paintwork, the body of the showcar is finished in “AMG Le Mans red metallic”, a colour available exclusively for the new SLS AMG. The functional interior is enhanced with black/carbon-fibre piano lacquer trim. A rollover cage, two AMG sports bucket seats with four-point seat belts and an AMG sports steering wheel lined in leather/Alcantara underline the racing touring car look. This spectacular showcar provides an outlook on the series production version of the new S 63 AMG, which is due to be launched in September 2010.

“AMG Performance 2015” as the continuation of a success story

The car is powered by the new AMG 5.5-litre V8 biturbo engine and the AMG SPEEDSHIFT MCT 7-speed sports transmission. Mercedes-AMG is continuing this impressive story with its “AMG Performance 2015” strategy, and meeting its promise to continuously reduce both the fuel consumption and emissions of new models with the new engine/transmission combination – while reaching new heights with the central brand value of “performance”.

The new AMG 5.5-litre V8 biturbo engine will play a major part in the Mercedes-AMG model strategy over the next few years. The unique AMG SPEEDSHIFT MCT 7-speed sports transmission will also guarantee a thrilling yet economical power transfer in future AMG high-performance cars. The new engine/transmission combination is another milestone in the success story of Mercedes-AMG, which

began in 1967. Another highlight in the company’s more than 40 year history is undoubtedly the SLS AMG: this gull-wing model which was launched in March 2010 is the first automobile to be completely independently developed by Mercedes-AMG. It means that as the performance brand within Mercedes-Benz Cars, AMG is not only fielding a masterpiece but also demonstrating development expertise at the highest level.

Direct petrol injection with spray-guided combustion and twin turbocharging

With an overall displacement of 5461 cc, the new AMG 5.5-litre V8 biturbo unit makes do with exactly 747 cubic centimetres less compared to the naturally aspirated AMG 6.3-litre V8 with a displacement of 6208 cc. In addition to downsizing, AMG is also utilising the advantages of direct petrol injection with spray-guided combustion and piezo-electric injectors: thanks to its higher thermodynamic efficiency, this technology makes more efficient use of fuel and leads to lower exhaust emissions. AMG combines this spray-guided combustion with twin turbochargers. Other highlights include a crankcase wholly of aluminium, four-valve technology with adjustable camshafts, an air/water intercooler, generator management and a start/stop function as standard.

This high-tech package leads to a high output and torque yield, together with fuel consumption figures that are unrivalled in the competitive lineup. The AMG 5.5‑litre V8 biturbo engine develops a peak output of 400 kW (544 hp) and maximum torque of 800 newton metres. In conjunction with the AMG Performance package these figures are increased to 420 kW (571 hp) and 900 newton metres. The major difference between the two performance classes is an increase in the maximum charge pressure from 1.0 to 1.3 bar. A look at the performance diagrams shows that no other engine in this output class achieves the figures delivered by the new AMG biturbo.

Quantum leap: fuel consumption reduced by 25 percent

With a provisional NEDC fuel consumption of 10.5 litres per 100 kilometres, the new S 63 AMG is 3.9 litres more economical than the preceding model powered by the naturally aspirated AMG 6.3-litre V8 – despite an increase in output by 14 kW (19 hp) resp. 34 kW (46 hp) and in torque by 170 and 270 newton metres. Engine specialists consider this achieved fuel saving of more than 25 percent to be nothing less than a quantum leap. CO2 emissions have likewise been significantly reduced: at 246 grams per kilometre, the figure is 28.5 percent lower than for the previous model. Both performance variants have identical fuel consumption and CO2 figures.

With figures like these, the new S 63 AMG is not only considerably better than all its competitors, but also more fuel-efficient than much less powerful cars in this segment. In some cases, in terms of its enormous output and torque figures, the new AMG 5.5-litre V8 biturbo engine is twice as efficient as many a medium or compact class diesel engine.

At the same time the S 63 AMG delivers superior performance at sports car level: the high-performance saloon accelerates from zero to 100 km/h in 4.5 seconds, and has an electronically limited top speed of 250 km/h. The 100 km/h mark is reached in just 4.4 seconds with the AMG Performance package, with the top speed increased to an electronically limited 300 km/h.

Engine production – tradition of hand-built excellence

Like all AMG engines, the new eight-cylinder biturbo is assembled by hand in the AMG engine shop taken into commission in 2002. A single, highly-qualified technician assembles the M 157 according to the “one man, one engine” philosophy, maintaining the very strictest quality standards – as attested by his signature on the characteristic AMG engine plate.

Exciting power delivery, characteristic sound

These figures raise high expectations which the 400 kW (544 hp) AMG 5.5-litre V8 biturbo certainly meets. The flat torque curve ensures enormous pulling power in all speed ranges: 670 newton metres are already available at 1500 rpm, and the maximum torque of 800 newton metres is delivered just 500 rpm later, remaining constant to 4500 rpm. Even more effortless performance is ensured by the engine variant with the AMG Performance package, which has a peak output of 420 kW (571 hp). In this case the eight-cylinder delivers 875 newton metres of torque at just 2000 rpm, with a constant 900 newton metres available between 2500 and 3750 rpm.

It is not only the unrivalled torque delivery of this turbocharged eight-cylinder that makes the heart beat faster, as the agile responsiveness with no irritating charger delay leads to an effortlessness and dynamism previously unknown in this output class. All perfectly matched by the characteristic, sonorous engine note. Moreover, this AMG high-performance engine naturally meets all the requirements with respect to smooth, quiet running and the comfort on long journeys that is to be expected of a Mercedes.

MCT 7-speed sports transmission with Controlled Efficiency mode and start/stop function

Power is transferred by the AMG SPEEDSHIFT MCT 7-speed sports transmission used exclusively by AMG, which is already familiar from the SL 63 AMG and E 63 AMG and combines high emotional appeal with outstanding driving dyna-mics and a high level of efficiency. The wet start-up clutch replaces a conventional torque converter, and helps to save fuel. The exemplary fuel economy is also in large measure due to the standard start/stop function. This system is active in the transmission’s Controlled Efficiency (“C”) mode, and switches the eight-cylinder engine off when the car comes to a stop. In “C” mode the sports saloon always starts off in second gear, and the transmission shifts to the next, higher gears at a decidedly early stage. With its high torque at low engine speeds, the V8 engine encourages a smooth, effortless driving style.

The eight-cylinder biturbo engine also features the generator management system familiar from the E 63 AMG: whenever the engine is on the overrun or when braking, kinetic energy is used to charge the battery rather than being wasted as heat in the usual way. In all other operating modes a combination of onboard network and generator management enables the generator to be kept at a low voltage. This reduces the load on the engine and makes for fuel savings of around 0.15 litres per 100 kilometres according to the NEDC standard, and up to 0.2 l/ 100 km in city traffic with its frequent overrun and braking phases.

Long tradition of powerful AMG V8 engines

Powerful eight-cylinder engines are an inseparable part of AMG’s corporate history. One milestone in this history was the M 117, the first eight-cylinder with four-valve technology: with a displacement of 5.6 litres, 265 kW (360 hp) and 510 newton metres of torque, this V8 accelerated the Mercedes-Benz 300 CE 5.6 AMG to a top speed of 303 km/h in 1987. This made the coupé Germany’s fastest series-production car; American AMG fans reverently christened it “The Hammer”. Another important engine in the history of AMG was the supercharged AMG 5.5-litre V8 introduced in 2001: the M 113 K developed an output of up to 428 kW (582 hp) and torque of 800 newton metres. The supercharged AMG 5.5-litre V8 in the SLR McLaren of 2003 was even more powerful – it developed up to 478 kW (650 hp) and 820 newton metres. 2005 saw the debut of the AMG 6.3-litre V8 engine; depending on the model, the naturally aspirated, high-revving M 156 developed up to 386 kW (525 hp) and 630 newton metres. Exclusively reserved for the new SLS AMG, the likewise 6.3-litre M 159 has a maximum output of 420 kW (571 hp) and maximum torque of 650 newton metres.

The supercharged AMG 5.5-litre V8, the AMG 6.3-litre V8 and the AMG 6.0-litre V12 biturbo were all able to win the Best Performance Engine category in the International Engine of the Year Awards.

Hans Heyer highly successful in touring car and sports car races

Hans Heyer, born in Mönchengladbach on 16 March 1943, has taken part in 1000 races in more than 35 years of motorsports. He has competed as a works driver for many brands, including AMG-Mercedes, Ford, Lancia, Porsche, Jaguar and BMW. Heyer is Germany’s most successful Go-Kart driver of all time, winning four European championships, two world vice-championships, four German championships and two Dutch championships. He won the precursor to the DTM series three times, the German motor racing championship and achieved three first places in the 24-hour race at Spa-Francorchamps. In 1974 he crowned this successful career with the European touring car championship title.

Heyer was also very successful with prototype sports cars, with victories including the 1000-kilometre races in Monza, Mugello, Kyalami and on the Nürburgring. He also competed in the 24-hour race in Le Mans several times, and became sports car brand world champion in 1976 and 1980. In 1977 Hans Heyer even competed in a Formula 1 race for ATS.

In 1985 Hans Heyer took to the starting line for the Paris–Dakar marathon rally, winning the truck category and taking 28th overall place. In 1986 and 1987 Heyer worked as a development and test driver for the AMG-Mercedes team, and also as racing manager in 1988 and 1989. In 2004 Hans Heyer announced his final retirement from active racing after his 1000th race. His son Kenneth, aged 29, has followed his father’s footsteps and is entering the ADAC GT Masters and the FIA GT European championships in 2010.

Tyrolean hat as a trademark

Hans Heyer’s trademark was his Tyrolean hat: he elevated this striking head cover into a trademark over several decades – and it also “opened doors” for him automatically. “There were times when I did not need to show identification for anything. My hat was so well-known that I got in everywhere, even at Formula 1 events.”

Clemens Schickentanz still active today

The greatest sporting successes of Clemens Schickentanz, born on 24 May 1944 in Coesfeld, include overall victory in the first ever 24-hour race on the Nürburgring in 1970, together with Hans-Joachim Stuck. Even more publicity was assured by the second place with the 300 SEL 6.8 AMG at the 24-hour race in Spa-Francorchamps with Hans Heyer in 1971. In 1973 Clemens Schickentanz won the GT European championship and the Porsche Cup; at the 24-hour race in Le Mans he took 3rd and 4th place in 1973 and 1983. His race record is also studded with numerous victories in 1000 km races. Clemens Schickentanz has never officially ended his active carer as a racing driver, and still appears on the starting line for classic car races.

The driver duo of Hans Heyer/Clemens Schickentanz was not only successful with the Mercedes-Benz 300 SEL 6.8 AMG. In 1978 they drove the new 450 SLC 5.0 AMG in the European touring car championships. At the end of the season they had achieved two third places in Monza/Italy and on the Salzburgring in Austria. In 1980 Clemens Schickentanz alternated with Jörg Denzel behind the wheel of the silver coupé. After a second place in Monza, they achieved their first victory in the Touring Car Grand Prix on the Nürburgring.

Legendary racetrack with many bends: Spa-Francorchamps

The Spa-Francorchamps racetrack in the Belgian Ardennes was opened in 1921, and is regarded as hallowed ground by racing drivers and fans – it almost has the same legendary appeal as the North Loop of the Nürburgring.

The seven kilometre long circuit is already very special because of its very varied course and very considerable differences in altitude, which is why it is often

referred to as the “Ardennes Rollercoaster”. Spa-Francorchamps is world-famous by virtue of its notorious “Eau Rouge” combination of bends. Shortly after the starting/finishing line and the “La Source” hairpin, the track dips into a fast left/right combination. This is immediately followed by a respectable uphill gradient transitioning into the fast and also blind “La Radillon” left-hand bend.

A test of courage for any racing driver. There is only space for one car to pass through this demanding combination of bends – no chance for two or even three abreast. It is also important to take the ideal line to gain impetus for the long “Kemmel” straight that follows. Another key point is the ultra-fast double left-hander named “Blanchimont”, where speeds of up to 300 km/h are attained before the racing cars have to be braked hard to take the “Bus Stop” chicane.

“Eau Rouge” is particularly synonymous with exciting racing incidents – but has also been the scene of tragic accidents in the past. The extraordinarily talented German driver Stefan Bellof lost his life at Eau Rouge on 1 September 1985, during a sports car race. Following numerous rebuilding measures on this bend and other stretches, passive safety has been drastically improved for both the drivers, the spectators and the track marshals.

World Champion Michael Schumacher holds the lap record

The official lap record in Spa-Francorchamps is held by the seven-times World Champion Michael Schumacher: his lap time of 1:43.726 minutes dates from 2002, and corresponds to an average speed of 241.837 km/h. Mercedes-GP-Petronas driver Michael Schumacher on the Belgian Grand-Prix track: “This racetrack is one of the few that has retained its historic charm – and one of the last where the drivers really make the difference.” AMG Mercedes DTM driver David Coulthard: “I would say that at least 90 percent of all drivers consider Spa-Francorchamps to be their favourite course.”

Spa-Francorchamps is now the venue for the Belgian Grand Prix Formula 1 race (27 to 29 August 2010) and the 24-hour race (31 July to 1 August 2010) – the very event in which the 300 SEL 6.8 AMG achieved its second place in 1971.

Most Mercedes-Benz vehicles are available with the world’s first seven-speed automatic transmission, which simultaneously improves fuel economy and acceleration as well as making smooth, barely noticeable gearshifts. A number of model families also come equipped with a convenient Direct Select shift lever on the steering column, which provides more convenient Touch Shift operation and at the same time, opens up valuable space on the center console.

Modified Transmissions Developed for Hybrid Models

Mercedes-Benz has launched two advanced-technology hybrid models – the S400 HYBRID and the ML450 HYBRID – both powered by a combination of electric motors and an Atkinson-cycle version of the 3.5-liter V6. Both vehicles come with a modified automatic transmission that features one or two electric motors integrated within the transmission. Characterized as a “mild hybrid,” the S400 HYBRID has a single 20-horsepower electric motor inside the transmission. The ML450 HYBRID is considered a full hybrid, with two electric motors, each serving a specific purpose. Dedicated to pulling away under electric power, the motor on the output shaft of the ML450 HYBRID generates 80 hp and 192 lb.-ft of torque. Located closer to the gasoline engine, the other motor is set up specifically for acceleration and is rated at 83 hp and 173 lb.-ft of torque.

Award-Winning MCT Sports Transmission – The Best of Both Worlds

AMG is taking the automatic transmission another major step forward. With a start-up clutch that replaces the torque converter, the new seven-speed MCT sports transmission provides the direct feedback of a manual transmission with the total convenience of an automatic, offering impressive versatility and even faster shift times. Thanks to its low rotational mass, the start-up clutch helps the transmission respond instantaneously and dynamically, with no slip.

Standard equipment in the 2011-model E63 AMG sedan and SL63 AMG roadster, the MCT AMG SPEEDSHIFT PLUS transmission features seven speeds, four shift modes, an automatic rev-matching function and a Race Start mode. With four drive modes: “C” (Comfort), “S” (Sport), “S+” (Sport plus) and “M” (Manual), the MCT transmission provides customized shift control for maximum driving pleasure, and does so with no interruption of power.

In Comfort mode, smooth shifts coupled with a “soft” accelerator response are set up for smooth power transfer. In Sport mode, the engine and transmission interact quicker – upshifts and downshifts take place at higher engine speed. Gearshifts are around 20 percent faster than in Comfort mode. Switching to Sport Plus cuts another 20 percent off shift times, while the sportiest mode, Manual, reduces shifting times by another 10 percent – a total reduction of 50 percent compared with Comfort mode. In Manual mode, the gearshifts take only 100 milliseconds.

The rev-matching function provides precisely computerized matching of engine speed with every manual or automatic downshift, and is active in the “S” (Sport), “S+” (Sport plus) and “M” (Manual) modes. Not only does this smooth downshifting make driving more fun, but it also minimizes jerking, a special benefit when braking into a curve.

The E63 AMG sedan and the SL63 AMG roadster even come with a Race Start feature, which helps maintain full-throttle acceleration and optimal traction during race competition. After selecting the Race Start mode, the driver steps on the brake with the left foot and pushes the ESP Sport switch. When confirmation appears in the central display, the driver reconfirms Race Start by pulling the upshift paddle once, flooring the accelerator and releasing the brake. Engine speed is set automatically, and the car launches with full acceleration.

Seven Speeds – Smoother, Faster and More Frugal

In general, seven gear ratios provide a wider spread of ratios between first gear and top gear and, at the same time, allow the engine to run in its most favorable rev range more often. It also gives the electronic control unit more flexibility in terms of maximizing fuel economy and making the transmission’s reaction time extremely fast.

Unlike many transmissions, the seven-speed transmission will skip up to four gears if necessary when the driver downshifts, shifting directly from seventh to fifth, for example, or even sixth to second. This helps the transmission choose the right gear ratio for quick acceleration and ensure almost imperceptible shifts in the process.

Direct Select Shift Lever on Many Models

The seven-speed automatic also benefits from new “shift-by-wire” electronic control technology. The S- and E-Class sedans, CL coupe and the GL-, M- and R-Class sport utilities feature the Direct Select shift lever – a small stalk on the right side of the steering column.

Thanks to the latest electronic technology, Direct Select makes shift control simpler than ever. Lift the stalk up for reverse, push down for drive, and push a button on the end for park. Once underway, pushing either one of the shift buttons on the “back” of the steering wheel provides Touch Shift manual gear changes.

Though gears can be manually selected, computer control prevents downshifts that would cause the engine to over-rev. The system is user-friendly, not to mention providing a clean, open look to the center console.

Five-Speed Automatic Still State-of-the Art

Some AMG, 4MATIC and V12-powered models come with a driver-adaptive five-speed electronic automatic transmission as standard equipment. Both automatic transmissions feature adaptive electronic control and make use of a refined, proven hydrodynamic torque converter with a special lock-up clutch inside the converter for maximum fuel efficiency. The lockup clutch eliminates the usual torque converter “slippage,” providing the direct connection and fuel efficiency of a manual transmission when the lockup clutch is engaged. After starting out in first, the Mercedes-Benz lockup clutch engages in all gears. To put that into perspective, many cars lock up the transmission torque converter only in top gear.

Adaptive Electronic Wizardry

The heart of all Mercedes-Benz automatic transmissions is a high-performance micro-processor, which is designed so the transmission shifts as the driver expects and wishes it to react. Continuous electronic networking with the engine and chassis management systems allows the transmission computer to adapt to a wide variety of driving situations, and even to the driver’s style.

By comparing road speed changes and load, or throttle opening, the transmission computer can instantly discern uphill and downhill grades, and adjust shifting as a result. It delays upshifts on descents (for engine braking), as a driver is likely to do with a manual transmission. The micro-processor even considers cruise control and engine temperature in the shifting decision.

The computer also measures how fast the driver presses and releases the accelerator pedal. If the pedal is pressed relatively quickly, the transmission is more likely to downshift, for instance during sporty, more spirited driving, while upshifts are less likely when the pedal is released quickly. With normal pedal operation, shifts occur according to a basic program aimed at getting the best fuel mileage.

Smooth Shifts

The transmission computer is also networked to the ABS and traction control systems (and to yaw and steering sensors from the standard ESP stability control system) so that it can recognize cornering and low-traction conditions. Based on this data, the transmission may delay or hasten a gearshift to ensure that it creates no negative effect on vehicle stability or traction control. Not only does the transmission computer adjust shift feel according to engine speed and load (smooth shifts during leisurely driving, crisper shifting with more spirited driving), but it’s even able to reduce engine power for a split second (by retarding ignition timing) to ensure smooth gear changes.

AMG Paddle Shifters Inspired by Formula 1 Racing

Mercedes-Benz models produced by AMG, the company’s in-house high-performance division, are fitted with paddle shifters inspired by the world of Formula 1 racing. Mounted on the steering wheel, the paddle shifters work in conjunction with an AMG SPEEDSHIFT transmission to provide up to 35 percent faster gear changes than a conventional automatic.

Like all Mercedes automatics, SPEEDSHIFT will automatically downshift under heavy braking, selecting the optimal gear for the situation. Also, by holding the gear lever to the left, the transmission will choose the best possible gear for maximum acceleration in any situation. The AMG SPEEDSHIFT transmission will also hold a selected gear under high cornering loads, avoiding upshifts in mid-corner. As well, a special lightweight torque converter will lock up in all forward gears.

Shifting with Pleasure: The Six-Speed Manual

Mercedes-Benz offers a six-speed manual transmission for the C-Class sport sedans and SLK coupes/roadsters. The manual transmission offers extra driving fun for those who prefer a stick, as well as maximum control, with short gear lever throws for quick shifting. With an extra gear (as compared to a five-speed manual), Mercedes engineers narrowed the ratio gaps between each gear and made a slightly shorter first gear for quicker off-the-line acceleration, while maintaining an overdrive sixth gear for quiet and economical highway cruising. Shift effort is low, thanks to multiple-cone synchromesh, easing cross-gate shifts from second to third and from fourth to fifth. The reverse lockout is overcome by lifting the shift lever when selecting reverse.

For 2011, AMG is introducing its own special version of a new Mercedes-Benz V8 engine that produces more power while getting better fuel economy – an astounding feat, considering that increasing either one usually decreases the other. Replacing the normally aspirated 6.3-liter V8 in the S63 AMG sedan and the CL63 AMG coupe, the new smaller-displacement 5.5-liter V8 features twin turbochargers, direct fuel injection, start/stop technology and multi-spark ignition.

The new AMG twin-turbo V8 produces 536 horsepower and 590 lb.-ft. of torque, while the outgoing engine produced 518 hp and 465 lb.-ft. In particular, the new engine makes 125 additional lb.-ft. of torque, and yet gets 25 percent better fuel economy.

Twin Turbos and Direct Injection

The new engine features twin turbochargers – one for each bank of cylinders. Welded directly to the exhaust manifold, the exhaust-driven turbochargers force intake air into the engine at a pressure of up to 1.0 bar, or about 14 pounds per square inch above normal atmospheric pressure. The engine’s impressively compact layout includes an air-water intercooler nestled in the “V” of the engine – where the intake manifold is located on a conventional V8 engine.

Like its predecessor, the new engine features aluminum cylinder heads, pistons and cylinder block with cast-in Silitec cylinders, as well as a crankshaft, connecting roads and valves made of special forged steel. The AMG V8 has a 10.0-to-1 compression ratio – relatively high for a turbocharged engine. However, pistons crowns are four millimeters thicker to handle the higher combustion pressures, while shorter connecting rods allow existing block dimensions to be retained.

Among the many special AMG touches on the new engine are “pulsation holes” drilled through the internal webs of the cylinder block. While up-and-down movement of the pistons usually pushes air around inside the crankcase and robs power, the pulsation holes allow this internal air pressure to be better equalized between cavities, actually increasing power as a result.

The Third Generation of Mercedes-Benz Direct Injection Systems

The world’s first gasoline engine with direct fuel injection was the 1954 Mercedes-Benz 300SL Gullwing. Since then, the company has pioneered direct injection for several high-efficiency European models, including the 2006 CLS350 CGI, powered by the world’s first gasoline engine with piezo-electric direct injection and spray-guided combustion. This advanced V6 engine achieved 10 percent better fuel economy versus the normal V6 with port injection.

The fuel system in the new bi-turbo V8 represents the third generation of modern Mercedes-Benz gasoline direct injection systems, and the first to be offered in the U.S. market. System pressure of the electronic direct injection system is similar to less precise mechanical injection systems – up to 200 bar or 2,840 psi. The new V8 makes use of industry-leading electronics technology first used on Mercedes-Benz diesels – piezo-electric fuel injectors that spray gasoline directly into the combustion chambers. In the past, nearly all gasoline engines have used indirect port fuel injection.

Crystals are the Heart of the New System

Instead of conventional mechanical injector valves, piezo injectors feature a piezo-ceramic crystalline element that, in microseconds, simply changes shape when electrical current is applied. The blazingly fast piezo injectors make it possible to design very sensitive and precise injection systems, including the ability to program several small injections with each piston stroke. This is especially impressive, considering that engines idle at about 20 strokes per second and 200 strokes every second at high speeds.

The first injection is sprayed into the combustion chamber as the piston is descending on the intake stroke. Depending on speed, load and temperature conditions, another injection or two takes place during the compression up-stroke before ignition, forming a stratified mixture. A fourth injection can stabilize combustion if it’s needed. Among other things, this advanced spray-guided combustion process demonstrates the potential of the internal combustion engine for continued development and refinement.

Multi-Spark Works with Multi-Squirt

Working together with the spray-guided direct injection, a rapid multi-spark ignition system begins combustion with the first spark, but has the capability to recharge and deliver up to three more sparks within a single millisecond, creating a gas plasma with more expansion than conventional ignition. The time lapse between sparks is adjustable, so combustion duration can actually be controlled, resulting in two percent better fuel economy, and a total of four percent improvement in combination with its companion direct fuel injection system.

More Efficient Cam Chain Drive

Mounted on the ends of the intake and exhaust camshafts, the hydraulic camshaft adjusters that vary valve timing are now 35 percent faster, and with a wider range of 40 crankshaft degrees, yet are more than a half inch smaller in height and width.

These smaller valve timing adjusters are made possible by a new cam chain drive system, in which the crankshaft drives an intermediate shaft above the crank. In turn, the intermediate shaft drives two short chains – one for each cylinder bank – that loop around the intake and exhaust camshaft drive sprockets. The new chain drive results in less tension and lower chain dynamics, for even lower friction and less noise.

A fourth chain drives a new variable vane-type oil pump in the bottom of the engine. At low engine speed and load, the oil pump only generates about 28 psi (or two bar) of oil pressure, and nozzles that spray cooling oil on the pistons are off. As engine speed and load increases, oil pressure goes up, and the oil spray nozzles are turned on. In this way, less energy is used when less cooling and lubrication is needed.

Three-Phase Low-Load Cooling System

Even the cooling system is significantly refined in the new engine, beginning with a two-stage flow circuit through the cylinder head. This improved coolant flow results in better heat dissipation, despite lower coolant circuit pressure, so that the water pump uses less engine power.

A three-phase cooling system helps the engine warm up very quickly. When the engine is first started, no coolant is circulating. As the engine warms up, coolant begins to circulate within the engine, but not through the radiator. Only when the coolant temperature reaches 221 degrees Fahrenheit (or 189 degrees under high load), coolant also circulates through the radiator. Coolant circulation through the heating system for the car’s interior is controlled separately.

Start-Stop System with Direct-Start

Whenever the engine is automatically turned off to save fuel, the engine computer decides which piston is in the best position for first ignition. The direct fuel injection and multi-spark systems work with a starter motor to re-start the engine almost instantly. In the future, this new technology may actually be used to start engines without using a conventional starter motor.

Today marks a special production anniversary for the Mercedes-Benz plant in Berlin: plant manager Thomas Uhr took delivery of the one millionth V6 diesel engine together with Harald Wolf, economic affairs senator, and Volker Stauch, Head of Powertrain Production Mercedes-Benz Cars.

“The Berlin engine plant has been a vital part of Berlin’s industrial landscape and a key player in the business community for many decades,” observed senator and mayor Harald Wolf. “We look forward to a continuing positive impact on the region.”

“Although this is the oldest plant in the Daimler Group in historical terms, the magnificent enthusiasm and commitment of our workforce has kept it young and dynamic,” added plant manager Thomas Uhr.

Thomas Uhr presented the anniversary engine to Michael Humper, manager of the nearby Mercedes-Benz van plant in Ludwigsfelde, where the engine will be installed in the one millionth commercial vehicle to be produced at the plant. The children from the Berlin plant’s “sternchen” crèche were also involved in the ceremony to mark the auspicious occasion, making and painting a papier-mâché wall which the anniversary symbolically broke through as it rolled off the production line. Before the official part of the ceremony, the guests had an opportunity to experience the production of V6 diesel engines at first hand, as employees from the plant took them on a guided tour of various stages of the engine production process.

Mercedes-Benz Sprinter for Landesverkehrswacht Berlin e.V.

At the ceremony, plant manager Thomas Uhr handed over a symbolic key to Hans Zucker, president of the Landesverkehrswacht Berlin e.V. This key stands for the millionth commercial vehicle from the Ludwigsfelde van plant – a Mercedes-Benz Sprinter fitted with the anniversary engine from the Berlin plant.

Landesverkehrswacht Berlin e.V. is a voluntary road traffic safety organisation which has been working to promote safety-conscious behaviour among all road users for 60 years now. A key area of its work focuses on road safety training and education for future generations. The Berlin plant has long been involved in promoting the development of children and young people and the new vehicle will support the Verkehrswacht’s work in this area.

Top-flight engines from Berlin

The V6 diesel engine has been produced at the Berlin plant since 2005. Since 2007 the plant has also been producing the BlueTEC variant of the V6 – one of the cleanest engines in its class. In the E 350 BlueTEC it has a power output of 155 kW/211 hp at a fuel consumption rate of 6.8 litres per 100 km and already meets the EU6 emission regulations which are planned for 2014. Production of the upgraded variant of the V6 diesel engine is currently starting up at the Berlin plant. It is being premiered in the new Mercedes-Benz R-Class 350 CDI 4MATIC, in which the six-cylinder engine combines the high performance of a V8 model with the low fuel consumption of an economical V6 variant. It offers a maximum power output of 195 kW (265 hp), while undercutting its predecessor’s NEDC fuel consumption level by 0.8 litres per 100 km.

Cutting-edge products from the plant

In addition to the diesel engines and the high-tech V12 engines, a new generation of transmission-integrated electric motors for Mercedes-Benz hybrid models will also go into production in Berlin in 2012. A shop offering 4000 m² of production space is currently being converted for this new field of production. In all, the company is investing around 40 million Euros in the development and production of the new engine, with half of this sum earmarked for facilities and equipment at the plant. A team of 50 will be concerned with the development and production of the new electric motors in the future.

Daimler Trucks North America (DTNA) announced today that it will invest $194 million (approximately €157 million) in the Detroit Diesel engine production facility in Redford, Michigan. The investment will be supported by a variety of state and local incentives. These incentives include a Michigan Economic Growth Authority Award of $56.8 million (approximately €46 million), which is granted by the Michigan Economic Development Corporation, as well as other state and local tax credits and abatements.

Following a call for bids and a series of public hearings, DTNA was authorized to receive a subsidy for its investment project in Redford. “We’re very happy with the framework agreement we recently negotiated with the UAW,” says Martin Daum, President and CEO of DTNA. “We would also like to thank the State of Michigan, Redford Township, and Wayne County for jointly reaching the decision to provide us with the funding package. Our total investment of approximately $200 million underscores the importance of the Redford plant and our confidence in the workforce of Detroit Diesel. Strong partners are needed if a commitment on this scale is to be successful.”

DTNA’s investment will substantially expand the engine production capacity in Redford. Detroit Diesel’s diesel engines with BlueTec technology are extremely fuel-efficient, and they are taking on a pioneering role within the North American industry when it comes to complying with the U.S. emissions standard EPA 2010. DTNA is the leading supplier of EPA 2010-compliant Class 8 heavy-duty trucks.

A big part of the investment will be spent on cylinder head production. The funds will also be used to redesign the manufacturing facilities, improve plant infrastructure, and purchase machines and equipment. The measures for increasing production capacity at the 28-hectare Redford production plant are scheduled to commence in July 2010 and continue until September 2011.

Detroit Diesel Corporation, which has its headquarters in Redford, Michigan, is a company of Daimler Trucks North America and a leading manufacturer of on-highway diesel engines for the commercial truck market.

The Mercedes-Benz Bad Cannstatt plant produces strong personalities: 125 years ago, just a stone’s throw from the plant, in the famous greenhouse, Gottlieb Daimler and Wilhelm Maybach built their “grandfather clock” – the first single-cylinder engine. Today, the Bad Cannstatt plant is home to all Mercedes-Benz V6 and V8 petrol engines. With a workforce of around 900 employees, today the specialist V-engine production facility is a key part of the Mercedes-Benz Cars powertrain production network. In addition to traditional engine assembly, Bad Cannstatt is also responsible for the mechanical processing of key components such as crankcases and cylinder heads.

Volker Stauch, Head of Powertrain Production and plant manager of the tradition-rich Untertürkheim location: “This is where the roots of engine design and the Mercedes-Benz brand lie. We have been building high-tech components for our Mercedes-Benz passenger cars passionately at this location from the very start. This tradition compels us to keep on delivering top quality from Untertürkheim in future.”

Traditionally state-of-the-art production

The engine plant in Bad Cannstatt was officially opened in April 1997. At the time, this “factory of the future” had a production area of around 66,300 square metres. Numerous expansions and high levels of investment in recent years illustrate the success story of Bad Cannstatt and the deep-seated links with the location and the region: in 2004, the production area was expanded by just under 18,000 square meters to 84,200 square metres. The two millionth engine was built at Bad Cannstatt in 2003, followed by the three millionth engine in 2006. Since its official opening, over four million examples of the V-engine duo have come off the assembly lines at the Bad Cannstatt plant.

One billion euros for a new series

This success story is set to continue with the new generation of engines. The all-new V6 and V8 engines score top marks for efficiency in the premium segment. The new V8 engine delivers 320 kW (435 hp), around 12% more than its predecessor, whilst fuel consumption is down by up to 22%. The new V6 engine delivers 225 kW (306 hp) and uses just 7.6 litres per 100 km, making it 24% more economical than its predecessor.

From the third quarter of this year, the state-of-the-art V6 and V8 engines will make their debut in the new-generation CL-Class, and later in the S-Class. In total, over €1 billion has been invested in production of the new V-engines: around €600 million in development and around €400 million in production of the new V-engine series.

One new feature in production is the assembly line: despite different angles (60 and 90 degrees, and therefore an optimum design for performance), both V-engines can be produced on one line. The result is more efficient and more flexible production using as many common components as possible for the variants of the new engine series. With a high output of unit numbers, this means reduced costs, which ultimately benefits the customer. The components undergo rigorous technological enhancement in terms of weight optimisation. A good example of this is the revamped camshaft adjuster, which is now much lighter and more compact than its predecessors. The crankcases, pistons and cylinder heads are made of weight-optimised diecast aluminium. The crankshaft, connecting rod and valves are made of special forged steel and are lighter.

Production of the series is carried out in the proven powertrain production network, consisting of the Untertürkheim, Hamburg and Berlin plants. The camshafts, camshaft adjusters, water pumps, oil pumps and fuel components originate from Berlin. The exhaust manifolds, air manifolds and clean air lines are produced in Hamburg. The camshaft and connecting rod stem from Untertürkheim, whilst the foundry in Esslingen-Mettingen produces the cylinder head, oil pan, valve housing, crankcase and starter ring gear.

Innovative technology and exemplary approach to environmental protection

At the time of its official opening, the Bad Cannstatt plant was already viewed as proof that efficient production, ecological common sense and attractive jobs were not necessarily mutually exclusive. Here, minimum energy requirements go hand in hand with the optimum use of all resources. This involves, for example, minimising waste materials and recycling process fluids and chips from mechanical processing. With its closed-loop process recycling systems, Bad Cannstatt is almost completely free of wastewater and waste materials, and the plant falls well within legal limits for clean gas values.

The Bad Cannstatt plant has set new standards with systems that combine the utilisation of waste heat and heat recovery with an advanced photovoltaic system. The solar panelling – which covers an area of 5,000 square metres and at the time was one of the largest systems found anywhere in the world – generates an annual energy output of 350,000 kWh. This is sufficient to meet the electricity needs of more than 120 homes. The electricity generated is fed directly into the plant grid.

For production of the new engine series, the plant adopted the award-winning principle of minimum-quantity lubrication. Previously, large amounts of cooling lubricants were used in “chip removal”, e.g. in drilling, milling and grinding, in computer-controlled CNC systems. These lubricants lubricate and cool tools and workpieces, thus reducing wear and helping to remove the chips. By converting conventional wet processing to minimum-quantity lubrication, the lubricants can in future be metered precisely where the heat is actually generated during processing. This process uses a fraction of the volume of cooling lubricant previously used. Since these substances are manufactured from petroleum and demand both energy- and cost-intensive preparation, the innovation of minimum-quantity lubrication represents an enormous cost advantage and a significant contribution to environmental protection.

In addition, a true eco-paradise has been created on the outskirts of the plant. The “Neckar gravel bed” concept was developed in collaboration with environmental and nature conservation associations. After replicating a Neckar meadow over an area of 4,000 square metres – complete with its own characteristic heat islands and warm microclimate – it has been shown that 40 species of wild bee have now found a new habitat.

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 12 percent more than its predecessor despite less displacement. Torque has also increased fby no less than 32 percent while fuel consumption has been reduced by 22 percent.

With the same displacement as its predecessor, the new V6 engine develops 306 hp. Torque has increased by 20 Nm to 370 Nm. As with the V8, the improvement in fuel efficiency is remarkable, the S 350 equipped with the new V6 engine consumes 24 percent less compared to its predecessor. Mercedes-Benz has achieved this considerable leap in efficiency with the use of a start/stop function that is standard and other features such as newly developed, third-generation direct petrol injection with spray-guided combustion, multiple injection and multi-spark ignition.

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

While the new V8 is based on its predecessor and has the same distance between the cylinders, it has undergone substantial reengineering in every respect. For example, it has a 15-percent smaller displacement (4663 cc rather than 5461 cc) but generates 429 hp and therefore around 12 percent more output than the preceding unit (382 hp). It’s estimated that this new engine will achieve a fuel economy improvement of 22 percent. CO2 emissions have likewise fallen by 22 percent – an outstanding improvement for this performance class. At the same time torque has been raised from 391 lb-ft to 516 lb-ft – an increase of 32 percent.

In the new V8, Mercedes-Benz engineers primarily achieved a high output for a lower displacement by using twin 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 mounted 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 443 lb-ft is available between 1600 and 4750 rpm.

The engine is based on a further development of the previous engine’s die cast aluminum crankcase with cast-in aluminum/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 millimeters. By reducing the lift and shortening the connecting rod by 2 millimeters, 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.

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 (hp at rpm) 429 at 5250
• Torque (lb-ft at rpm) 516 from 1800-3500

Innovative technology makes V8 engines fit for the future

The new V8 from Mercedes-Benz has an aluminum crankcase, 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 gasoline 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 substantial further development, internal combustion engines still have a great deal of potential, and that 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, third generation direct fuel injection system with spray-guided combustion and piezo-electric injectors offers further possibilities for fuel savings – by means of an improved, homogeneous combustion process.

• 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 accessory units has been reduced. These include an optimized 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 gasoline injection

Direct gasoline injection with spray-guided combustion, an industry first developed by Mercedes-Benz, has been developed further as a third generation. The system pressure is up to 200 bar, the pressure being variably optimized according to the engine’s characteristic map. Completely new 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 millimeter. 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 by a very small “ignition” injection to stabilize combustion. This is used when combustion conditions are difficult.

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 another 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 optimizing the center 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 0.6 inches.

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 also drives a completely new variable vane-type oil pump. The pump 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 has a 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 the 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 221 degrees Fahrenheit has been reached in normal operation (189 degrees 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 judicious replacement of aluminum 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.

Minimized friction

Particular attention was paid to reduced friction in the new engine. 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 gasoline injection with spray-guided combustion and piezo-electric injectors provides a particularly good basis for increased stringency in the future.

Development, trials and test bench technology: Endurance test for the new V-engines

• 52,000 hours of test bench trials
• Over 4 million miles of test drives
• 2 million core hours of computer calculation per year

Before the new V8 engines were allowed onto the roads, they had already passed a series of torturous trials, for example on the engine test benches of the test facility in Untertürkheim. 24 of the very latest engine test benches are installed on each floor of this imposing three-storey building. These 72 test benches operate day and night, otherwise it would be impossible to complete the demanding test programs that Mercedes-Benz engineers subject all engines.

A wide range of road and load situations can be simulated on the test benches, reflecting every conceivable operating profile such as hot and cold starts, stop-and-go and long-distance driving under very varied conditions. All in all, the new V8 engines from Mercedes-Benz and their auxiliary units were required to pass 52,000 test hours, of which 27,000 were endurance runs.

In parallel with this, extensive practical trials were started in all the climatic zones of the world – in the winter cold of the Arctic and the merciless heat of Death Valley (USA), in desert sands and the thin air of Alpine regions or in tropical jungles. The program also included fast laps on e.g. the high-speed racetracks in Nardo (Italy) and Papenburg, as well as stop-and-go driving in busy inner-city areas. All in all, the different test vehicles with the new V8 engine covered over 4 million miles under very varied conditions.

Naturally the development process began well before these real-world trials – namely on the computer screens of the development engineers. This is where the fundamental design calculations were made with the help of modern computers. All the mechanical functions were conceived and refined here, such as the oil and coolant circuits, the various options for intake air ducting, the charging strategy, combustion chamber geometry incl. the intake and exhaust duct, as well as the multiple injection system. All were created and calculated on-screen.

1,800 computer cores provided the necessary computing power for this development process. More than two million core hours were needed to calculate and verify all the engine functions and components for the best possible result.

Without the very latest computers, it would not have been possible to explore technical boundaries and use new processes such as multiple injection. This is because the engineers not only used this enormous computing power for design calculations, but also for the simulation and testing of all engine functions.

Finally the engineers used PCs to establish the best possible configurations for all components, so that they met precisely formulated criteria and could be approved for production of the first prototypes. After this exhaustive verification process, the first engines in the new V-engine generation from Mercedes-Benz immediately ran reliably and met all expectations on the test bench.

A short history of injection engines – Mercedes-Benz is a pioneer in direct gasoline injection

• The legendary 300 SL was the trailblazer
• First gasoline engine with piezo-electric direct injection and spray-guided combustion

In 1954 Mercedes-Benz equipped the legendary 300 SL with a four-cylinder engine featuring direct gasoline injection as a world first for series production cars. Since then, the company has pioneered direct gasoline injection technology for cars with ongoing further development and improvements.

In 1994, the researchers and engineers at Mercedes-Benz entered new technological territory when they began the development of a spray-guided combustion process. In the view of specialists, this offers the greatest potential for mastering two of the major automotive engineering challenges of the future, namely further reductions in fuel consumption and exhaust emissions.

At the end of 2002 Mercedes-Benz presented a new development stage in direct gasoline injection with the new 1.8-litre CGI four-cylinder engine (Europe only). CGI stands for “Stratified Charge Gasoline Injection”.

The second-generation CGI process reached a new level in the CLS350 CGI introduced in Europe in 2006: the four-door coupé featured the world’s first gasoline engine with piezo-electric direct injection and spray-guided combustion. This six-cylinder unit achieved a fuel saving of around ten percent versus the V6 gasoline engine with port injection.

The present state of the art is now reflected by the new V8 engines with third-generation direct injection and multi-spark ignition. They combine a high output with excellent economy and environmental compatibility, and offer refinement at the highest level.

Engine Production – The cradle of engine design

• A success story from the outset
• State-of-the-art engine technology
• Exemplary approach to environmental protection at the plant

Bad Cannstatt has a long and successful history as the birthplace of Mercedes-Benz engines. For it was here that 125 years ago Gottlieb Daimler and Wilhelm Maybach built their “grandfather clock” – the world’s first single-cylinder engine. It was to become a pioneering invention which simultaneously marked the birth of automotive mobility. Today, just a stone’s throw from Daimler’s famous green-house – the original scene of these activities – is located the most recent sub-plant of the Untertürkheim plant, the V-engine factory at Bad Cannstatt.

This “factory of the future” was officially opened in 1997. For the first time the all-new engine series for 6 and 8-cylinder engines was produced using the same state-of-the-art production facilities. Even then, the objective was to achieve effi-cient production using as many common components as possible for the variants of the new engine series. With a high production output, this meant reduced costs – which ultimately also benefited the customer. The decision to locate to Bad Cannstatt at the time involved an investment worth approximately 1 billion Deutschmarks, 700 million DM of which were earmarked for plant construction and equipment alone.

In 2004 the original production area of 217,500 square feet was expanded by around 60,000 square feet to 277,000 square feet. With a workforce of around 900 employees, the specialist V-engine production facility is today a key part of the production network. Since its official opening, over four million V-engines have come off the assembly lines at the Cannstatt plant. And this success story is set to continue with production of the new series. In addition to pure engine as-sembly, Cannstatt is also responsible for the mechanical processing of key com-ponents such as crankcases, crankshafts, con rods and cylinder heads.

Envirtonmental protection as a matter of routine

Even at its official opening the Cannstatt plant was considered proof that efficient production, ecological commonsense and attractive jobs were not necessarily mutually exclusive. Here, minimum energy requirements went hand in hand with the optimum use of all resources. This involved, for example, minimizing waste materials and recycling process fluids and chips from mechanical processing. With its closed-loop process recycling systems, Cannstatt is almost completely free of wastewater and waste materials, and the plant falls well within legal limits for clean gas values.

The Bad Cannstatt plant has set new standards with approaches that combine the utilization of waste heat and heat recovery with an advanced photovoltaic system. The solar paneling – which covers an area of 16,000 square feet and at the time was one of the largest systems found anywhere in the world – generates an an-nual energy output of 350,000 kWh. This is sufficient to meet the electricity needs of more than 120 homes. The electricity generated is fed directly into the plant grid.

For production of the new series the plant adopted the award-winning principle of minimum quantity lubrication, which involves mixing minimum quantities of lubricant with cold air instead of using conventional cooling lubricant. The new process uses a fraction of the volume of cooling lubricant previously used. Since these substances are manufactured from petroleum and demand both energy and cost intensive preparation, the innovation of minimum quantity lubrication represents an enormous cost advantage and a significant contribution to environmental protection.

In addition, a true eco-paradise has been created on the outskirts of the plant. The “Neckar gravel bed” concept was developed in collaboration with environmental and nature conservation associations. After replicating a Neckar meadow over an area of 13,000 square feet – complete with its own characteristic heat islands and warm microclimate – it has been shown that 40 species of wild bee have now found a new habitat.