Mercedes Benz have officially released the details of its new family of V8 and V6 engines which will debut in the S-Class and the CL-Coupes this fall. The new engines features state-of-the-art powertrain technologies refined by Mercedes over a period of time which include multi-Spark ignition, optimized water pump and demand controlled oil pump, optimized timing chain and innovative camshaft adjustment and third generation direct petrol injection which features diesel like piezo-electric injectors which allow more precise fuel delivery and charge cooling effect resulting in higher compression ratio’s.

The new V8 engine although down on displacement by 15% (4663cc vs 5461cc) but generates more power and torque. The maximum power output now stands at 435 bhp, 12% more than the preceding unit and the maximum torque is now a chest pounding 700 Nm compared to 530 Nm from the earlier engine, an increase of a whopping 32%! The engine uses twin turbochargers, one for each bank of cylinders and as a result high torque is available at relatively low engine speeds. The new engine delivers 600 nm of torque between 1600 and 4750 rpm, an increase of more than 45% at 2000 rpm. The fuel efficiency numbers are equally staggering with the new engine taking just 9.5 litres of fuel every 100 kilometers compared to 12.3 litres for the earlier engine – a reduction of 22%.

The new V6 is naturally aspirated but the modular construction means that turbochargers can be added to it at any point of time in future. The engine features the same piezo-electric direct petrol injection system and has a reduced V-angle  between the cylinder from 90 degrees to 60 degrees, making the engine naturally balanced, enabling the designers to eliminate the friction hogging balancer shaft. The new engine delivers 306 bhp of maximum power, up 34 bhp on the earlier engine while the maximum torque is 370 nm compared to 350 nm from the preceding engine. The fuel efficiency numbers are truly astonishing for this engine with a rated consumption of just 7.6 litre per 100 kilometers, making it more than 24% more economical than the previous engine!

Point to ponder: The new V8 engine with more power and torque ever is still more economical than the earlier V6 engine! Truly mind blowing!

The new engines join the already announced new M157 AMG 5.5 Liter Twin Turbo V8 which features the same core technologies to deliver 571 bhp and

Jump over for one of the longest press releases that we have posted in a while and the image gallery.

Top Tip: Explains everything in great detail.

Image Gallery: 2011 Mercedes Benz New V6 and V8 Engines

Press Release

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 125 years ago this was where 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 greenhouse – 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 efficient production using as many common components as possible for the variants of the new engine series. With a high output of unit numbers, 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 66,300 square metres was expanded by around 18,000 square metres to 84,200 square metres. 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 examples of the V-engine duo have already 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 assembly, Cannstatt is also responsible for the mechanical processing of key components 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, minimising 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 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 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 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.
The Cannstatt plant in focus:

Total area
Production area
150,000 m²
84,200 m²
Employees
900
Official plant opening
April 1997
Products
V6 and V8 petrol engines

A short history of injection engines

Mercedes-Benz is a pioneer in direct petrol injection

• The legendary 300 SL was the trailblazer
• First petrol 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 petrol injection as a world first for series production cars. Since then, the company has pioneered direct petrol 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 petrol injection with the new 1.8-litre CGI four-cylinder engine. CGI stands for “Stratified Charge Gasoline Injection”.

The second-generation CGI process reached a new level in the CLS 350 CGI introduced in 2006: the four-door coupé featured the world’s first petrol 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 petrol engine with port injection.

The present state of the art is now reflected by the new V6 and 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. They set previously unachieved benchmarks in the premium segment for Mercedes-Benz.

Development, trials and test bench technology:

Endurance test for the new V-engines

• 52,000 hours of test bench trials
• Seven million kilometres of test drives
• 2 million core hours of computer calculation per year

Before the new V6 and V8 engines were allowed onto the roads, they had already absolved 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 are in operation by day and night, otherwise it is impossible to complete the enormous test programme to which 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 ancillary units were required to absolve 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 programme 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 almost seven million kilometres under very varied conditions. Similar figures apply to the V6 engine.

Naturally the development process began well before these practical 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 alternatives compared here, e.g. 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.

Mercedes-Benz sets benchmarks

Innovative technology makes V6 and V8 engines economical and fit for the future

• High output and exemplary environmental compatibility
• Third generation direct petrol injection
• Multi-spark ignition
• Optimised water pump and demand-controlled oil pump
• Optimised timing chain and innovative camshaft adjustment

Considerably less fuel consumption despite a much higher output was the result of the development work for the new Mercedes-Benz V-engine generation, which will initially be used as an 8-cylinder in the CL-Class and later the S-Class from autumn 2010. Mercedes-Benz developed the new six and eight-cylinder units because optimised internal combustion engines continue to have specific advantages over other drive systems with respect to operating range and refuelling time and costs, while offering the greatest short-term potential to achieve significant fuel savings in day-to-day operation. An internal combustion engine is also the centrepiece of a hybrid drive system, and of decisive importance for improved efficiency.

The new Mercedes-Benz engine family is uncompromisingly based on modularisation and innovative technologies, and replaces a very successful engine series. It allows the use of a start/stop function, 4MATIC all-wheel drive and combination with a hybrid module.

The V8 is in a new league of its own

While the new V8 is based on its predecessor and has the same distance between the cylinders, it has undergone concerted further development in every respect. For example, it has a 15-percent smaller displacement (4663 cc rather than 5461 cc) but generates 320 kW (435 hp) and therefore around 12 percent more output than the preceding unit (285 kW/388 hp). Whereas the current CL 500 consumes 12.3 litres per 100 kilometres, this figure drops to 9.5 litres with the new engine – a reduction of 22 percent. CO2 emissions have likewise fallen by 22 percent, from 288 g/km to 224 g/km – an outstanding figure for this performance class. At the same time torque has been raised from 530 Nm to 700 Nm – an increase of 32 percent. In terms of specific output, the new V8 with 68.6 kW and 150 Nm per litre achieves first-class values.

In the new V8, Mercedes-Benz engineers primarily achieved a high output for a lower displacement by using two turbochargers — one for each bank of cylinders. The intake air is forced into the eight combustion chambers at an overpressure of up to 0.9 bar, with the turbine blades rotating at up to 150,000 rpm. The turbochargers and their hot gas ducting are accommodated on the outsides of the cylinder heads. This enabled the intercooler module with its air/water intercooler and charge-air distributor to be located inside the V of the engine.

The chargers were configured to provide high torque even at low engine speeds – compared to the previous engine, the result is an increase by more than 45 percent at 2000 rpm. No less than 600 Nm is available between 1600 and 4750 rpm.

The engine is based on a further development of the previous engine’s die cast aluminium crankcase with cast-in aluminium/silicon (Silitec) cylinder liners. Basic and connecting rod journal diameters were adopted from the preceding engine, while for load reasons the piston compression height was raised by just under four millimetres. By reducing the lift and shortening the connecting rod by 2 millimetres, it was possible to retain the interior height of the crankcase. As a remarkable feature, the high compression ratio of 10.5:1 remains unchanged versus the naturally aspirated preceding engine, showing the high efficiency of the new, turbocharged V8 when configured for premium fuel (RON 95).
Key figures for the new V8 engine

No. of cylinders
V8
Displacement (cc)
4633
Bore (mm)
92.9
Stroke (mm)
86
Compression ratio
10.5:1
Output (kW at rpm)
320 at 5250
Torque (Nm at rpm)
700 from 1800-3500

The V6 particularly impresses with its low fuel consumption

In contrast to the V8 the new V6 engine is naturally aspirated, and has the potential for future use of a turbocharger thanks to the modular design concept. The most striking change between the new V6 unit and its predecessor is a reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This enabled the balancer shaft countering primary vibrations to be omitted, and as a result the driver registers an outstanding level of comfort.

A completely new intake and exhaust gas system with a variable-resonance intake manifold and optimised airflows was also developed for the new V6. This enabled the output of the 3499 cc engine to be increased to 225 kW (306 hp) (Previous engine of the same displacement in the S-Class: 200 kW/272 hp). Torque has increased from 350 Nm to 370 Nm, and is available between 3500 and 5250 rpm.

The improvement in fuel consumption is particularly remarkable. The S 350 with the new V6 engine consumes just 7.6 litres per 100 kilometres (CO2 emissions: 177 g/km), which makes it 24 percent more economical than its predecessor (10.0 l/100 km). It also makes the new V6 the benchmark in its segment for a comparable output (provisional figures).

Key figures for the new V6 engine

No. of cylinders
V6
Displacement (cc)
3499
Bore (mm)
92.9
Stroke (mm)
86
Compression ratio:
12.2:1
Output (kW at rpm)
225 at 6500
Torque (Nm at rpm)
370 from 3500-5250

Innovative technology makes V6 and V8 engines fit for the future

Both the new V6 and the new V8 from Mercedes-Benz have aluminium crankcases, pistons and cylinder heads. The crankshaft, connecting rods and valves are of special forged steel.

Mercedes-Benz has achieved this considerable leap in efficiency with the use of innovative technology – including newly developed, third-generation direct petrol injection with spray-guided combustion, multiple injection and multi-spark ignition. With this new generation of V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their great running refinement are fit for the future.

The technology package in the new engine generation includes a number of new developments that are unique in this combination:

• In combination with multi-spark ignition, a further developed, third generation direct fuel injection system with spray-guided combustion and piezo-electric injectors offers further possibilities for fuel savings – in the V8 by means of an improved, homogeneous combustion process, and in the V6 by a new, stratified combustion process with a considerably extended characteristic map and fuel-efficient lean-burn technology.

• In conjunction with start/stop technology, shift point adjustment and specific friction-reducing measures, improvements in day-to-day fuel consumption by more than 20 percent are possible.

• Power consumption by ancillary units has been reduced. These include an optimised water pump with second generation thermal management, a demand-controlled oil pump, a volume-controlled high-pressure fuel pump and an intelligent generator management system.

Lightweight construction techniques and detailed improvements have also reduced in-engine friction considerably compared to the previous engine.

Third generation direct petrol injection

Direct petrol injection with spray-guided combustion, which Mercedes-Benz was the first car manufacturer to introduce in series production, has been developed further as a third generation. The system pressure is up to 200 bar, the pressure being variably optimised according to the engine’s characteristic map. Completely newly developed piezo-electric injectors allow up to five injections per intake stroke for the best possible mixture formation.

The crystalline structure of the piezo-ceramic changes in microseconds under an electric voltage, and with a precision of just a few thousandths of a millimetre. The central component of a piezo-electric injector is the piezo-stack, which directly controls the metering needle. With a response time of just 0.1 milli-seconds, the fuel injection can be very sensitively and precisely adjusted to the current load and engine speed, with a beneficial effect on emissions, fuel consumption and combustion noise.

The multiple injections even in tiny quantities made possible with piezo-electric injection technology were used by Mercedes-Benz engineers to control a wider characteristic map with the efficient lean-burn process, and to provide the conditions for further functions:

• As the first new operating mode, Mercedes-Benz engineers have developed “Homogeneous stratified combustion” (HOS). As the name implies, HOS is a combination of homogeneous lean-burn and classic stratified combustion. The first injection is sprayed into the intake stroke, forming a homogeneous basic mixture. Actual “stratified” injection takes place during the compression stroke before ignition, and is a single or double injection depending on the characteristic map.

• Another new operating mode is known as “Homogeneous Split” (HSP). In this homogeneous combustion process, more than 95 percent of the fuel is singly or multiply injected, followed a very small “ignition” injection to stabilise combustion. This is used when combustion conditions are difficult.

The characteristic map of the new Mercedes-Benz V6 engine is therefore basically divided into up to four areas:

− idling range (homogeneous)
− low partial load up to 4 bar and 3800 rpm (stratified)
− medium partial load 4 to 8 bar and up to 4000 rpm (HOS)
− high load and entire engine speed range (homogeneous or HSP)

The V8 engine is operated homogeneously over the entire characteristic map, but under high load homogeneous or HSP operation is used to improve smooth running characteristics:

Multi-spark ignition for optimal efficiency

The third-generation direct injection system also features rapid multi-spark ignition (MSI). Following the first spark discharge and a brief combustion period, the coil is rapidly recharged and a further spark is discharged. The MSI system enables up to four sparks to be discharged in rapid succession within one millisecond, creating a plasma with a larger spatial expansion than conventional ignition. Controlling this rapid multi-spark ignition enables both the time lapse before the next spark and the combustion duration for the relevant operating point to be optimally adjusted. This provides scope for optimising the centre of combustion and improving residual gas compatibility, especially during stratified charge operation. Fuel consumption can be reduced by roughly two percent in this way.

Fuel savings of up to four percent are possible alone by the use of piezo-electric injection technology in combination with multi-spark ignition, depending on the driving cycle.

Cylinder head with new camshaft adjuster

On the basis of the previous engine’s architecture, Mercedes-Benz engineers developed the variable, hydraulic vane-type camshaft adjusters for the intake and exhaust sides. These now have a larger adjustment range of 40 degrees with reference to the crankshaft. They were also able to improve the functionality, achieving a 35-percent greater adjustment speed and adjustability at an oil pressure as low as 0.44 bar. Despite the better performance, this new development excels with significantly smaller dimensions and low weight. For this reason the installation space on the longitudinal and vertical axes of the engine was able to be reduced by around 15 millimetres.

Two-stage chain drive for low noise

The extreme compactness of the camshaft adjusters was achieved by the new, two-stage chain drive. This drives short secondary chains – one per cylinder bank – via a primary chain and an intermediate gear. All three chains can be individually adjusted via a chain tensioner. This results in low tensioning forces and low chain dynamics, ensuring consistent timing and outstanding acoustic properties, with friction reduced even further. In short, the new chain drive is compact and ensures low-noise operation.

Controlled oil pump with two pressure stages

A fourth chain drivers a likewise completely newly developed, variable vane-type oil pump. The operates with two pressure stages, depending on the characteristic map. At low engine speeds and loads the pump runs at a low pressure of two bar. At this time the oil-spray nozzles for piston cooling are switched off. The high-pressure stage is activated at the upper load and engine speed levels. Thanks to this control concept, the lubrication and cooling points of the engine can be supplied with significantly lower drive energy than would be possible with an uncontrolled pump.

New coolant ducting and 3-phase thermal management

The coolant ducting in the cylinder head is also completely new. The water mantle is of two-piece construction to improve flow. This leads to specific increases in flow speeds and heat dissipation at certain points, accompanied by a reduction in pressure throughout the coolant circuit. This has made it possible to reduce the power output of the water pump despite an increased engine output.

As it warms up, the flow of coolant is regulated by a 3-phase thermal management system so that it rapidly reaches normal operating temperature. Initially the coolant remains at rest in the engine. It then circulates in the engine circuit, but without the radiator. When a temperature of 105 degrees Celsius has been reached in normal operation (87 degrees Celsius under high load), the vehicle’s radiator is included in the circuit. The water supply to the interior heating system is separately controllable.

Component weights have also been reduced by the concerted replacement of aluminium and steel by plastics, e.g. for the thermostat, belt pulley, wheel, heater valve and hydraulic lines.

Start/stop function with direct-start

The new start/stop system operates with starter-supported direct-start. This means that when the engine is switched off, the attitude of the crankshaft is registered by a new crankshaft sensor so that the engine control unit knows the positions of the individual pistons. On restarting, it can then select the cylinder that has the most suitable piston position for first ignition. After the starter has briefly turned over the engine, reliable injection, ignition and combustion is immediately possible.

Minimised friction

Particular attention was paid to reduced friction in both engines. This was primarily achieved by a reduction in flow through the oil and water pumps, low-friction pistons, piston rings and cylinder walls, plus the new thermal management system and chain drive.

Fit for the future thanks to modular construction

The new V-engines from Mercedes-Benz are fit for the future. They can not only be combined with a start/stop function, but also coupled with the 4MATIC four-wheel drive system or integrated into a hybrid drive system.

The new engines meet all worldwide emissions regulations. The use of third generation, direct petrol injection with spray-guided combustion and piezo-electric injectors provides a particularly good basis for increased stringency in the future.

New V8 and V6 engines with innovative technology from Mercedes-Benz

Quantum leap in efficiency: smooth refinement meets new dimensions in power and environmental compatibility

Stuttgart – Mercedes-Benz is setting previously unachievable efficiency standards in the premium segment with completely newly developed V6 and V8 engines. The new V8 engine has a displacement of 4663 cc and develops an output of 320 kW (435 hp), which is around 12 percent more than its predecessor despite approx. 0.8 litres less displacement. Torque has increased from 530 Nm to 700 Nm – i.e. by no less than 32 percent. Fuel consumption has however been reduced by 22 percent. With the same 3499 cc displacement as its predecessor, the new V6 engine develops 225 kW (306 hp). Torque has increased from 350 Nm to 370 Nm. Here too, the improvement in fuel efficiency is remarkable. The S 350 with the new V6 engine consumes an economical 7.6 litres per 100 kilometres, a saving of 24 percent compared to its predecessor. Mercedes-Benz has achieved this considerable leap in efficiency with the use of a start/stop function as standard and other features such as newly developed, third-generation direct petrol injection with spray-guided combustion, multiple injection and multi-spark ignition. With this new generation of V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their great running refinement can continue to be used to good effect in the future.

Considerably less fuel consumption despite a much higher output was the development objective for the new Mercedes-Benz V-engine generation, which will initially be used as an 8-cylinder in the CL-Class, and later in the S-Class from autumn 2010. Mercedes-Benz developed the new six and eight-cylinder units because optimised internal combustion engines continue to have specific advantages over other drive systems with respect to operating range and refuelling time and costs, while offering the greatest short-term potential to achieve significant fuel savings in day-to-day operation.

“The new six and eight-cylinder engines from Mercedes-Benz are a unique synthesis of effortless power delivery, comfort and efficiency,” says Dr. Thomas Weber, the member of the Daimler AG Executive Board responsible for corporate research and development at Mercedes-Benz Cars. “Both impress with refinement at the highest level, as well as exemplary environmental compatibility.”

The new Mercedes-Benz engine family is uncompromisingly based on modularisation. It allows the use of a start/stop function, 4MATIC all-wheel drive and combination with a hybrid module.

The V8 is in a new league of its own

On the basis of its predecessor, the new V8 has undergone concerted further development. For example, it has a 15-percent smaller displacement (4663 cc rather than 5461 cc) but generates 320 kW (435 hp) and therefore around 12 percent more output than the preceding unit (285 kW/388 hp). Whereas the current CL 500 consumes 12.3 litres per 100 kilometres, this figure drops to 9.5 litres with the new engine – a reduction of 22 percent. CO2 emissions have likewise fallen by 22 percent, from 288 g/km to 224 g/km – an outstanding figure for this performance class. At the same time torque has been raised from 530 Nm to 700 Nm – an increase of 32 percent.

As the high maximum torque is already available from 1800 rpm, the new high-tech V8 already exhibits an outstanding power delivery at low engine speeds, together with smoothness and refinement that is remarkable even for an eight-cylinder.

In the new V8, Mercedes-Benz engineers primarily achieved a high output for a lower displacement by using two turbochargers — one for each bank of cylinders. The chargers were configured to provide high torque even at low engine speeds – compared to the previous engine the result is an increase of more than 40 percent at 2000 rpm. An outstanding 600 Nm is available between 1600 and 4750 rpm. The driver therefore perceives no turbo delay, but experiences the same pleasant and effortless performance from the new V8 as that delivered by a mighty, naturally aspirated 7-litre engine.

The V6 particularly impresses with its low fuel consumption

The new V6 engine is naturally aspirated, and has the potential for future use of a turbocharger thanks to the modular design concept. The most striking change between the new V6 unit and its predecessor is a reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This enabled the balancer shaft countering primary vibrations to be omitted, and as a result the driver registers an outstanding level of comfort.

A completely new intake and exhaust gas system with a variable-resonance intake manifold and optimised airflows was also developed for the new V6. This enabled the output of the 3499 cc engine to be increased to 225 kW (306 hp) (Previous engine of the same displacement in the S-Class: 200 kW/272 hp). Torque has increased from 350 Nm to 370 Nm, and is available between 3500 and 5250 rpm.

The improvement in fuel consumption is particularly remarkable. The S 350 with the new V6 engine consumes just 7.6 litres per 100 kilometres (CO2 emissions: 177 g/km), which makes it 24 percent more economical than its predecessor (10.0 l/100 km). It also makes the new V6 the benchmark in its segment for a comparable output (provisional figures).

Innovative technology makes V6 and V8 engines fit for the future

Both the new V6 and the new V8 from Mercedes-Benz have aluminium crankcases, pistons and cylinder heads. The crankshaft, connecting rods and valves are of special forged steel.

The technology package in the new engine generation includes a number of new developments that are unique in this combination:

• In combination with multi-spark ignition, a further developed, third generation direct fuel injection system with spray-guided combustion and piezo-electric injectors offers further possibilities for fuel savings – in the V8 by means of an improved, homogeneous combustion process, and in the V6 by a new, stratified combustion process with a considerably extended characteristic map and fuel-efficient lean-burn technology.

• In conjunction with start/stop technology, shift point adjustment and specific friction-reducing measures, improvements in day-to-day fuel consumption by more than 20 percent are possible.

• Power consumption by ancillary units has been reduced. These include an optimised water pump with 2nd-generation thermal management, a demand-controlled oil pump, a volume-controlled high-pressure fuel pump and an intelligent generator management system.

Lightweight construction techniques and detailed improvements have also reduced in-engine friction considerably compared to the previous engine.

With its new-generation V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential, and that V6 and V8 engines with their high level of refinement are fit for the future.

Related Posts

• March 10, 2010 -- In Depth: AMG Debuts New 5.5 Litre Twin Turbo V8 Madness!
• August 22, 2010 -- Official: 2012 Mercedes Benz CLS Unveiled Ahead Of Paris Debut
• August 18, 2010 -- New 2011 Mercedes Benz CLS Revealed Via Leaked Official Brochure
• May 13, 2010 -- Mercedes Benz Launches Stripped Down E250 CDI Classic
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My bedroom wall poster for alteast a month! Sheer art this thing!

AMG… (A)l(M)ighty(G)od, the performance tuning division of Mercedes Benz have debutted their all new 5.5 litre Bi-Turbo V8 madness which will replace the already insane 6.2 litre naturally aspirated V8.

Engine Porn!

The new engine will debut under the hood of 2011 Mercedes Benz S63 AMG (yes its still called the S63 AMG, for Mercedes like the tone ‘S63′ makes!) and will be mated to company’s new seven-speed SpeedShift MCT transmission. The new 5.5 litre Bi-Turbo engine will be available in two states of tune – standard tune with 537 bhp of maximum power and 800 nm of maximum torque between 2000-4500 rpm, optional ‘performance package’ which delivers a whopping 563 bhp and 900 nm of maximum torque between 2500-3750 rpm respectively.

When powering the new 2011 S63 AMG this engine not only makes more power but is also more fuel efficienct by a eye popping 25% and if that’s not all, its faster too with a 0-100 kph spring time of 4.5 seconds, .1 second faster than the previous model… thats technology at work for you and for the environment!

The new found performance and economy is also down to clever programming of the SpeedShift gearbox as well as a driver selectable ‘Controlled Efficiency’ program which instructs the transmission to always start in second gear, shift up as quickly as possible and remains in higher gears for as long as possible. Additionally an Intelligent Generator Management system (similar to KERS) funnels some of the lost kinetic energy lost during braking back into the battery and next generation cylinder deactivation technology which saves precious fuel when cruising at constant speeds.

The standard S63 AMG is electronically limited to 155 mph while the optional performance package model is allowed by the electronic nannies to go all the way upto 186 mph. The new engine will replace the 6.2 litre V8 in all the AMG offering down the line.

Comprehensively detailed press release and image gallery of the 5.5 litre Bi-Turbo V8 in all its mechanical gory… errrrrr… glory!

Image Gallery: 5.5 Litre Bi-Turbo V8 Madness in all its mechanical glory

“AMG Performance 2015″ — new powertrain with the 5.5-litre V8 biturbo engine

Powerful and efficient: an eight-cylinder developing up to 420 kW (571 hp)

Aim: Best in class – top performance in all respects by virtue of a comprehensively efficient powertrain

Affalterbach – AMG is writing another chapter in its “AMG Performance 2015″ drive system strategy: a completely newly developed AMG 5.5-litre V8 biturbo engine with a peak output of up to 420 kW (544 to 571 hp) and maximum torque of up to 900 newton metres will enter the lineup in summer 2010. The new eight-cylinder unit known internally as the M 157 impresses with a wealth of technological highlights such as direct petrol injection with spray-guided combustion and twin turbochargers.

This innovative, autonomously developed eight-cylinder power unit from Affalterbach sets new standards in terms of fuel consumption and exemplary efficiency: the new S 63 AMG, in which the V8 biturbo will have its market debut, consumes only 10.5 litres per 100 kilometres (NEDC combined consumption, provisional figure). This represents a saving of 25 percent compared to the current S63 AMG. An intelligently designed power transfer plays a major part in this: the unique AMG SPEEDSHIFT MCT 7-speed sports transmission combines dynamism with economy, and includes a new start/stop function in the “Controlled Efficiency” driving mode. The new engine/transmission combination is the epitome of exclusivity, sophistication, high performance and economy.

The S 63 AMG showcar is a homage to the impressive history of powerful AMG V8 engines: visually this high-performance saloon resembles the spectacular 300 SEL 6.8 AMG, the racing car that won a class victory and second place in the overall ranking for AMG at the 24-hour race in Spa-Francorchamps (Belgium) in 1971 – and made the company world-famous overnight.

“AMG Performance 2015″ as the continuation of a success story
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 it undoubtedly the SLS AMG: this gull-wing model due to be launched on 27 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
Whilst the AMG 6.3 litre V8 naturally aspirated engine has a displacement of 6208 cc the new AMG 5.5-litre V8 biturbo unit makes do with 5461 cc. The use of direct injection technology results in a reduction of exactly 747 cubic centimetres and increases efficiency. For the first time, 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. A look at the performance diagrams shows that no other engine in this output class achieves the figures delivered by the new AMG biturbo. The major difference between the two performance classes is an increase in the maximum charge pressure from 1.0 to 1.3 bar.

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.

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. Taking into account its enormous performance and torque figures the new AMG 5.5 litre V8 biturbo engine is in parts twice as efficient as many mid-segment or compact-class diesel engines.

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 other 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. This painstaking care is attested to by his signature on the characteristic AMG engine plate.

AMG CEO Volker Mornhinweg: “Efficiency plus performance”
“With the new AMG V8 biturbo engine and the AMG SPEEDSHFT MCT 7-speed sports transmission, we are confronting the challenges of the future and focussing on fuel consumption and exhaust emissions even more intensively than before. Our new high-performance engine shows that AMG occupies a leading position in terms of both efficiency and our brand commitment to “performance,” says Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.

“The new AMG V8 biturbo engine is yet another milestone in our impressive V8 history. For the first time we have combined spray-guided direct petrol injection with turbocharging. With this high-tech package we are “best in class” with respect to fuel consumption, output and torque,” says Friedrich Eichler, Head of Engine and Powertrain Development at Mercedes-AMG.

Key figures at a glance: *

* provisional figures; ** with AMG Performance package

Exciting power delivery, characteristic sound
These on-paper 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 integral part of AMG’s history. 2005 saw the debut of the AMG 6.3-litre V8 engine known as the M 156. Depending on the model, this naturally aspirated, high-revving unit develops up to 386 kW (525 hp) and 630 newton metres. Reserved exclusively for the new SLS AMG, the M 159 with the same displacement of 6.3 litres has a peak torque of 420 kW (571 hp) and maximum torque of 650 newton metres. Another milestone in the history of AMG engines was the supercharged AMG 5.5-litre V8 engine introduced in 2001: the M 113 K developed up to 428 kW (582 hp) and 800 newton metres of torque. Even more power was forthcoming from the supercharged AMG 5.5-litre V8 engine of the SLR McLaren dating from 2003 – the M 155 generated up to 478 kW (650 hp) and 820 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.

The first AMG four-valve V8 accelerates “The Hammer” to 303 km/h
Another important engine in the AMG story was the M 117, its first eight-cylinder unit 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 300 CE 5.6 AMG to a top speed of 303 km/h in 1987. This made the coupé the fastest German car in series production, and American fans reverently christened it “The Hammer”.

The S 63 AMG showcar harks back to the historic success in 1971
A historic success was achieved by the 300 SEL 6.8 AMG in 1971: powered by an AMG V8 engine with a displacement of 6.8 litres and developing 315 kW (428 hp), this signal red racing saloon crossed the finishing line in second place during its very first outing at the 24-hour race in Spa-Francorchamps (Belgium), securing victory in its class.

The spectacular S 63 showcar is homage to this triumph, which made AMG world-famous overnight although the company had only been founded in 1967: decorated with sponsoring stickers identical to those on its historic predecessor, this powerful S-Class made by Mercedes-AMG is a sensation. The imposing tyres in size 275/35 R 20 and 325/30 R 20 at the front and rear are just as eye-catching as the 4.5-centimetre wider front wings on each side. The discerning car-lover will even discover exotic wood trim in the style of the original car in the interior.

The showcar is powered by the new AMG 5.5-litre V8 biturbo engine and the AMG SPEEDSHIFT MCT 7-speed sports transmission.

At a glance: the most important highlights of the new AMG V8 biturbo engine

• Direct petrol injection with piezo-electric injectors and spray-guided combustion
• Twin turbochargers with air/water intercooling
• Sophisticated engine electronics with Controlled Efficiency start/stop function and generator management
• Aluminium crankcase with ventilation holes to reduce friction
• Continuous camshaft adjustment on the intake and exhaust sides
• Demand-controlled engine oil pump

Development goals and design

Perfect combination of performance and efficiency
Emotional peak performance and enormous torque, agile power delivery and a characteristic engine sound, comfort on long journeys and hallmark Mercedes reliability: expectations are high when Mercedes-AMG introduces a new high-performance engine – and its very first biturbo eight-cylinder is no exception. Two criteria are inexorably gaining in importance, namely efficiency and economy. Mercedes-AMG is confronting the challenges of the future, and demonstrating that dynamic performance can be perfectly combined with fuel economy.

The new AMG 5.5-litre biturbo engine combines performance with efficiency to a previously unknown extent. This is made possible by a unique combination of innovative high-tech systems such as direct petrol injection, twin turbochargers, air/water intercooling and the Controlled Efficiency start/stop function. The eight-cylinder biturbo engine will celebrate its market debut in the new S 63 AMG in September 2010.

Mercedes-AMG is systematically following the trend towards increasing efficiency with its new V8 biturbo engine: with a displacement of 5461 cubic centimetres it is precisely 747 cc below the 6208 cc of the naturally aspirated AMG 6.3-litre V8. Nonetheless it considerably betters it in terms of output and torque. 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 increase to 420 kW (571 hp) and 900 newton metres. The torque curve in particular shows that no other engine in this output class is able to match the figures delivered by the new Mercedes-AMG biturbo unit.

Despite an increase in output by 14 kW (19 hp) resp. 34 kW (46 hp) and in torque by 170 and 270 newton metres compared to the naturally aspirated V8, which develops 386 kW (525 hp) and 630 newton metres, AMG engineers have been able to reduce fuel consumption and CO2 emissions considerably.

With a provisional NEDC fuel consumption of only 10.5 litres per 100 kilometres, the new S 63 AMG betters its predecessor by 3.9 litres. This equates to a fuel saving of more than 25 percent, which engine specialists consider to be nothing less than a quantum leap. CO2emissions have likewise been significantly reduced: at 246 grams per kilometre, the figure is 28.5 percent lower than for the previous model (344 g/km).

The achievement of these efficiency and environmental aims has no negative effects whatsoever on dynamic performance. On the contrary, as the new AMG 5.5-litre V8 biturbo fully lives up to AMG’s brand commitment to “performance”: the S 63 AMG accelerates from zero to 100 km/h in 4.5 seconds, and has a top speed of 250 km/h (electronically limited). With the AMG Performance package, the high-performance saloon reaches the 100 km/h mark in 4.4 seconds and reaches a top speed of 300 km/h (electronically limited).

Key figures at a glance: *

* provisional figures; ** electronically limited

Combination of twin turbocharging and direct petrol injection
Mercedes-AMG is presenting an attractive high-tech package with its combination of biturbo charging and direct petrol injection with spray-guided combustion. The innovative injection technology brings decisive advantages with respect to fuel consumption and exhaust emissions, thanks to higher thermodynamic efficiency. Particularly fast and precise piezo-electric injectors spray the fuel into the combustion chambers, ensuring a homogeous fuel/air mixture and highly effective combustion.
An electric low-pressure pump delivers the fuel from the tank to a high-pressure pump in the boot with a pressure of six bar. The fuel pressure in the high-pressure rail is controlled between 100 and 200 bar on a fully variable and demand-related basis.
Two turbochargers and efficient air/water intercooling

Two turbochargers located next to the cylinder banks supply the eight cylinders with fresh air. At their maximum speed of 185,000 rpm under full load, the two turbochargers force 1750 kg of air into the combustion chambers per hour. The maximum charge pressure is 1.0 bar, and 1.3 bar with the AMG Performance package. Thanks to their specific, compact construction – the turbine housings are welded to the exhaust manifold – there are significant space advantages and the catalytic converters also heat up more rapidly. The new AMG V8 is the first turbocharged engine to dispense with the usual blow-off valve. This neat solution enabled the compressor housing to be made extremely compact. To ensure agile responsiveness with no time lag, all the air ducts in the intake tract are as short as possible. The wastegate valve, which reduces the pressure in the exhaust system during negative load changes, is vacuum-controlled via an electropneumatic converter. This allows dethrottling under partial loads, which in turn lowers the fuel consumption.

As was already the case in the AMG 6.0-litre V12 biturbo engine, the new eight-cylinder direct-injection unit uses particularly efficient air/water intercooling. The low-temperature cooler with its water circulation is space-savingly accommodated within the V of the cylinder banks. It effectively cools down the intake air compressed by the turbochargers before it enters the combustion chambers, and maintains a constantly low intake temperature under full load. A large radiator at the car’s front end ensures defined cooling of the water circulating in the low-temperature circuit. This guarantees a high output and torque yield in all ambient temperatures and operating conditions. Extremely short charge air ducting makes for outstanding responsiveness. The stainless steel pressure pipes for the fresh and charge air are produced by the hydroforming process, have a wall thickness of only 0.8 millimetres and are designed for particularly low pressure loss.

Aluminium crankcase with Silitec cylinder liners
The crankcase of the new AMG 5.5-litre V8 biturbo engine is of diecast aluminium. The low (dry) engine weight of just 204 kilograms is the result of uncompromising lightweight construction methods, and leads to the car’s very balanced weight distribution. The bearing cover for the main crankshaft bearings is of grey cast iron, and is bolted to the crankcase for high rigidity. Cast-in Silitec cylinder liners ensure that the eight pistons operate with low friction. Drilled pulsation holes in the crankcase lead to a higher output and fuel savings under partial load: above the bearing blocks there are longitudinally drilled holes which connect adjacent crankcase cavities. Normally the upward and downward movement of the pistons causes air to be forced into and extracted from the sump, which leads to increased internal friction losses and therefore a reduction in output. The pulsation holes prevent this by ensuring effective pressure compensation between the cavities.

The forged crankshaft of high-grade 38MnS6BY steel alloy rotates in five main bearings, has eight counterweights and has been optimised with respect to torsional rigidity, inertia, low rotating masses and a long operating life. A two-mass viscous damper mounted at the front reliably eliminates vibrations. Each connecting rod journal on the crankshaft carries two forged, cracked connecting rods. In the interests of low mechanical friction and high wear resistance, the lightweight pistons have a metallic contact surface. Pressure-controlled oil-spray nozzles in the crankcase ensure that the highly stressed piston crowns are efficiently cooled.

Four-valve technology with variable camshaft adjustment
Perfect charging of the combustion chambers is ensured by large intake and exhaust valves, of which there are four per cylinder. The exhaust valves, which are subject to high thermal loads, are hollow and sodium-cooled. Four overhead camshafts operate the 32 valves via low-maintenance, low-friction cam followers. The infinitely variable camshaft adjustment within a range of 40 degrees on the intake and exhaust sides depends on the engine load and engine speed, leading to outstanding output and torque values. This also results in consistent idling at a low speed. Depending on the engine speed, valve overlap can be varied for the best possible fuel/air supply to the combustion chambers and efficient removal of the exhaust gases. The variable camshaft adjustment is carried out electromagnetically via four pivoting actuators, and is controlled by the engine control unit. The camshafts are driven by three high-performance silent chains, which have considerable advantages in noise comfort compared to cylinder roller chains.

Efficient oil supply and water cooling
Efficient oil delivery under all load and operating conditions is ensured by an oil pump with an electrically controlled compression stage. The oil pressure can be varied between two and four bar, which has advantages in terms of friction and fuel consumption. An extraction stage integrated into the oil pump for the two turbochargers prevents oil from being entrained into the charge air and exhaust gases, thereby helping to reduce emissions even further. Both the sump and the extraction point have been optimised for maximum lateral acceleration and efficient lubrication. The oil capacity is 10.5 litres.

The combined water/oil cooling system is a particularly clever solution: initially the engine oil only flows through the oil/water heat exchanger. If the cooling performance of the very compact cooler is insufficient, the flow is directed through the external engine oil/air cooler by an oil thermostat. The advantage of this system is that the engine oil warms up more rapidly, as the engine coolant warms up faster and the oil is later cooled by the coolant. A selectable water thermostat ensures rapid warming of the coolant when starting the engine and driving off.

The engine coolant is cooled on the particularly effective crossflow principle. There is a transverse flow of coolant through both the crankcase and the cylinder heads. Additional cooling slots in the cylinder head ensure more efficient cooling of the combustion chambers, which has advantages during combustion: it enables earlier ignition timings to be chosen without incurring the risk of knocking.

Highly efficient engine electronics for every function
All the engine functions are executed and controlled by a particularly efficient Bosch MED 17.7.3. control unit. This state-of-the-art engine computer not only controls the direct petrol injection, charge pressure, camshaft adjustment and variable oil supply, but also communicates with all the other onboard control units. The microprocessor has more than 30,000 different parameters and functions stored in its memory, and is able to perform up to 260 million individual operations per second. To reduce the load on the engine control unit, the eight individual ignition coils have an integral electronic module known as an ignition amplifier at each cylinder. These ensure a strong ignition spark at all engine speeds and under all load conditions. Eight high-voltage powerstages are responsible for highly precise fuel distribution to the piezo-electric injectors.

Effective emissions technology with new catalytic converter boxes
Low exhaust emissions, compliance with country-specific standards and a characteristic AMG engine sound – the requirements for the exhaust system of the new AMG 5.5-litre V8 biturbo engine were manifold and complex. The S 63 AMG complies with all the current EU-5 emission standards, as well as meeting all the requirements of the US market (LEV-II standard, On-Board Diagnosis II and lambda sensor diagnosis).

The turbochaders are welded to the exhaust manifolds, while air gap-insulated manifolds with a wall thickness of only 1.0 millimetre ensure a rapid catalytic converter response. For efficiency and to save space, this concept has a tandem catalytic converter housing on each side of the vehicle: adjacent to the firewall, two thin-walled ceramic substrates are grouped into each housing. This solution makes the previous, additional underbody catalytic converters unnecessary. The two ceramic substrates differ to ensure rapid and efficient emissions control: the front one is coated with palladium, while the rear one has a bimetal coating of palladium and rhodium. One lambda sensor per row of cylinders is located in front of each catalytic converter housing, and there is a lambda diagnostic sensor between each of the two thin-walled substrates.

The lambda sensors are necessary for demand-related lambda control. In all operating conditions, the constituents of the intake mixture can be precisely controlled to avoid damaging the catalytic converters. This also benefits the fuel consumption under full load, as the mixture can be leaner than in engines without this control system.

Twin-pipe AMG sports exhaust system for a characteristic sound signature
The twin-pipe AMG sports exhaust system has a pipe cross-section of 70 milli-metres from the manifolds to the rear silencers. When designing the sound, the aim was to create a perfect synthesis of perceived dynamism and the comfort on long journeys that is the hallmark of a Mercedes. The goal of the developers was to achieve an emotional experience when accelerating and double-declutching, but unobtrusiveness at constant speeds. Unpleasant frequencies or droning noises were effectively eliminated during a series of painstaking tests. As a result, the striking pair of twin tailpipes of the AMG sports exhaust system emit a sonorous eight-cylinder sound that is typical of AMG.

Power transmission and start/stop function

Intelligent solutions for maximum driving pleasure and low fuel consumption
Seven gears, three driving modes and a double-declutch function: the power transmission of the new S 63 AMG guarantees great emotional appeal and sheer driving pleasure. At the same time the AMG SPEEDSHIFT MCT 7-speed sports transmission makes a considerable contribution to fuel economy – and specifically in combination with the new Controlled Efficiency start/stop function and generator management included as standard features. Accordingly the AMG MCT transmission impresses with a combination of unique functions which no other manufacturer is able to offer in this form.
The AMG SPEEDSHIFT MCT 7-speed sports transmission is an innovative power transfer system that made its debut in the high-performance SL 63 AMG Roadster in 2008, and has also been in use in the E 63 AMG since summer 2009. It combines the sporty, direct and agile feedback of a manual transmission with the maximum convenience of an automatic transmission.

Featuring seven gears, three driving modes and a double-declutch function, the 7-speed sports trans-mission offers superb versatility. MCT stands for Multi-Clutch Technology and indicates that only clutch elements are employed to perform gearshifts.
A wet start-up clutch, which runs in an oil bath, replaces the conventional torque converter. Thanks to its low rotational inertia, the transmission responds instantaneously and dynamically without the losses typical of a torque converter transmission – thereby helping to save fuel. The AMG sports transmission also impresses with its low weight of just 80 kilograms, which has been made possible through the use of lightweight magnesium for the transmission housing. Vibrations are effectively eliminated by a new, two-stage torsion damper, with resulting benefits in perceived passenger comfort.

Controlled Efficiency (“C”) driving mode for optimum fuel economy
During its development and adaptation to the new AMG 5.5-litre V8 biturbo engine, the AMG engineers paid special attention to the new Controlled Efficiency driving mode (“C”). The emphasis was on delivering minimum engine speed coupled with a reduced number of gearshifts in all driving situations. When moving off in “C”, the MCT transmission always selects second gear and shifts decidedly early to the next higher gears if the driving style permits. At 60 km/h for instance, sixth gear will already be engaged – not only improving fuel consumption but also noise levels. Thanks to its powerful, readily available torque even at low engine speeds, the AMG V8 biturbo unit is absolutely ideal for this style of driving. Controlled Efficiency also means convenient gearshifts and a “soft” accelerator response set-up for outstandingly smooth power transfer.

Controlled Efficiency start/stop function as a new feature at Mercedes-AMG
The Controlled Efficiency start/stop function is also being used in an AMG model for the first time. This system is standard equipment in the new S 63 AMG, and permanently active in the fuel economy driving mode “C”. Once the driver comes to a halt e.g. at a red traffic light, the V8 engine is automatically switched off. Once the brake pedal is released or the accelerator is depressed, the engine is immediately restarted and the car is able to move off quickly. Intelligent techno-logy guarantees a comfortable and immediate starting procedure: a crankshaft sensor which recognises the direction of rotation registers the resting position of all eight pistons. For an automatic engine start, the cylinder with the most favourable piston position receives an injection of fuel into its combustion chamber. The precise piezo-electric injectors greatly assist this process, as they make particularly fast starts possible.

The engine management ensures that the engine is only switched off if certain preconditions are met. The starter battery must have sufficient charge, for example, and the engine must be at the necessary operating temperature for efficient emissions control.

The same applies to the interior temperature selected by the driver: if this has not yet been reached, the engine is not switched off when the car comes to a stop. The onboard network management system makes sure that active audio, telephone or video functions are not interrupted by the start/stop function.

A green “ECO” symbol in the AMG main menu shows the driver that the Controlled Efficiency start/stop function is active. Should one of the above criteria be preventing activation of the system, this is shown in the central display by the message “Start/stop inactive” and a yellow “ECO” symbol. In the two more performance-oriented driving modes “S” (Sport) and “M” (Manual), the start/stop function is always deactivated. If required, the driver can also switch it off while in “C” mode as well.
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.

Drive modes “S” and “M” for even more driving pleasure and dynamism
The engine and transmission come across as much more agile in the “S” (Sport) mode. Accelerator pedal movements trigger a more direct traction response, making the downshifts more spontaneous. The engine speed is allowed to reach a higher level in each gear, while the gearshifts are around 25 percent faster than in “C”. In the manual shift mode “M”, gearshifts at full throttle take just 100 milliseconds, a reduction of 50 percent compared to “C”. In “S” and “M” modes, the engine management system partially suppresses the cylinders: interrupting ignition and injection under full load leads to even faster gearshifts than before. The highly emotional vocals are an appealing side effect of this lightning-fast process.

Ultra-fast, spontaneous multiple downshifts are another forte of the AMG SPEEDSHIFT MCT 7-speed sports transmission. For instance, kickdown allows gearshifts straight from seventh down to fourth gear, or from fifth to second. In the “S” and “M” driving modes the automatic double-declutching function is active. Every manual or automatic downshift is accompanied by precisely metered double-declutching – incrementally from “S” to “M”. And this not only adds to the driver’s emotional experience: the load-free downshift minimises load-change reactions, which pays particular dividends when braking into bends – and also enhances safety in the wet or on ice.

No automatic downshifts in manual “M” mode
In manual “M” mode the driver also benefits from the high torque of the V8 biturbo engine, as there is no automatic downshift under full load and kickdown; the transmission remains steadfastly in the selected gear. Moreover, the AMG MCT sports transmission does not perform an automatic upshift in manual mode when the rev limit is reached. In “M” mode the AMG instrument cluster displays the current gear and alerts the driver to the need for an upshift just before the needle reaches the red zone. This means that a particularly sporty driver can use the superior performance potential to its fullest extent. When approaching the lower rev limit, e.g. when braking the vehicle, there is an automatic downshift to the next lower gear.
The gears can be shifted using the steering wheel shift paddles – whatever the driving mode. The electronic key for selection of the three driving models is located to the left of the COMAND controller. The powerful electronic transmission control unit with its integrated 80 MHz processor guarantees immediate downshifts – for example when approaching traffic lights or if the driver requires fast acceleration when overtaking.

Development, trials and test bench technology:

Endurance testing the exclusive high-tech powerpack
Development work on the new AMG 5.5-litre V8 biturbo engine began in 2006. The programme initially involved basic research for a synthesis of top-class performance, powerful torque and potential fuel savings. It quickly became clear that the spray-guided combustion principle exclusively developed by Mercedes-Benz should be combined with twin turbochargers.

The development work on the new eight-cylinder biturbo unit started with fundamental packaging research, analyses of basic mechanical functions, the oil and coolant circuits and the power characteristics with various intake duct and camshaft configurations, plus the definition of fuel injection quantities, fuel consumption and exhaust emission values – all these were studied by means of flow simulations and on the dynamic simulation test benches at Mercedes-AMG. Nine of the very latest, high-tech test benches are available in the Mercedes-AMG test bench laboratory, which was taken into commission in 2004; engines with outputs exceeding 735 kW (1000 hp) can be dynamically tested in this facility.

These test facilities are able to simulate any road and environmental conditions to reproduce any conceivable type of operation. Cold or hot starting, mountain passes, stop-and-go traffic or fast laps on the North Loop of the Nürburgring – the engines were required to give their utmost. Even the intake air temperatures and densities can be varied by computer control, and the engines can be alternately filled with hot and cold coolant. Fuels of different grades are also available.

The goal of the detailed bench tests was to verify the performance of all the engine components, including the peripheral units. All the measurement data for the engines examined were systematically compared, and evaluated using reproducable test methods. To ensure the very highest quality standards, the new V8 engines themselves were required to undergo 17,000 hours of endurance testing.

In conjunction with the AMG SPEEDSHIFT MCT 7-speed sports transmission, the final test was a 4000-hour endurance test on a special engine/transmission test bench.

Extensive trials in every climatic zone on earth
At the same time the first test engines had to prove their worth in practical trials. Whether in the icy cold of northern Sweden, the merciless heat of Death Valley (USA), lapping the high-speed circuits in Nardo (Italy) and Papenburg (Germany) or in stop-and-go traffic in inner-city Stuttgart – the standardised test programme of Mercedes-AMG includes all climatic zones and route profiles. At the same time it makes the very highest demands on the day-to-day practicality, reliability and long-term durability of the new engine/transmission combination. All in all, the different AMG test vehicles covered around 700,000 kilometres of mixed endurance testing on the roads.

Special tests for the new start/stop function
The test engineers paid particularly close attention to the operation of the new start/stop function, for which purpose they undertook extended journeys in the stop-and-go traffic of various major cities. This enabled the interaction between the different engine and transmission control units to be painstakingly examined, as well as the influence of the ambient temperature on the operating modes of the new V8 engine. Another major focus was on the vital further development of the control software, and its constantly necessary application to the different onboard systems.

Production

One man, one engine – highly qualified manual assembly in Affalterbach
In contrast to large-series production, every Mercedes-AMG engine is traditionally assembled by hand according to the “one man, one engine” philosophy. A single AMG technician assembles the complete engine in the AMG engine shop in Affalterbach, and is therefore responsible for everything from the installation of the crankshaft in the engine block to the assembly of the camshaft and the cables and oil fill-up – his signature is then put on the engine plate.

The special production techniques used in Affalterbach were already taken into account during the design and development phases for the new AMG 5.5-litre V8 biturbo engine, and this opened up new scope and possibilities with respect to engine design.

Electronic documentation of the entire production process
During the assembly process, each engine absolves various tests in which it is examined for water and oil leakages. The entire fuel system is also tested for leaks – to the extent that even individual gas molecules can be detected. All the engine functions are then examined on the so-called cold test bench, using simulated resistances and pressurisation as well as the very latest resonance and airborne noise measurement methods. And finally a fully automatic image processing system is used to check the delivery condition of the completed engine.

The assembly process is also controlled and documented by the AMG Trace System. This system provides full documentation of various process parameters such as the tightening torques of all bolted connections, fluid levels, component and batch information and test results. Special PCs are mounted on the assembly trolleys, which have a wireless link to a documentation database. They display the relevant online information depending on the assembly stage. This state-of-the-art system guarantees exemplary production quality at the highest level. At the same time its unique architecture combines the traditional approach to AMG engine production with the production trends of the future.

Assembly of AMG high-performance engines in Affalterbach
The AMG high-performance engines for the different car models are built in the engine shop, which covers an area of 9950 square metres and occupies two storeys. The production procedures are designed for maximum flexibility. Depending on the order intake, production can be rapidly adapted in line with current market conditions.

Only highly qualified technicians with many years of experience are employed in the AMG engine shop. The utmost precision and attention to detail are a matter of course during the hand-assembly process. All work stages are subject to the stringent Mercedes-Benz quality criteria which also apply to all other series-production engines. After all, even an AMG high-performance engine must exhibit the reliability and long operating life typical of a Mercedes.

History

A tradition of top performance
Powerful eight-cylinder engines with a thrilling power delivery and an emotional sound experience – a traditional strength of AMG. The V8 power units from Affalterbach combine high-tech derived from motorsports with the smooth running and exemplary reliability that are the hallmarks of a Mercedes.

The impressive attributes of the powerful eight-cylinder engines produced by Mercedes-AMG have their origins in motor racing. Founded in 1967, the company started with the development of powerful racing engines, and soon used the resulting findings to develop high-performance road models. AMG is regarded as a pioneer in the customising/tuning sector, and over the last four decades it has developed into a manufacturer of exclusive high-performance automobiles thanks to continuous technical innovation.

AMG V8 engines have always been in a class of their own. It all started in 1971, with the 6.8-litre, 315 kW (428 hp) racing engine in the legendary 300 SEL 6.8 AMG. At the 24-hour race in Spa-Francorchamps (Belgium), this fast Mercedes saloon immediately secured a highly acclaimed class victory and second place overall. The powerful eight-cylinder racing engine made AMG known throughout the world overnight. Soon AMG also had a suitable engine available for S-Class customers in search of more power: on the basis of the 184 kW (250 hp) V8 engine of the 300 SEL 6.3, the company developed a 206 kW (280 hp) eight-cylinder unit which gave the luxury saloon the performance characteristics of a sports car.
More than 300 km/h in the 300 CE 5.6 AMG – “The Hammer”

Subsequent AMG high-performance engines also provided unprecedented driving pleasure in other Mercedes models. For example the five-litre V8 engine with 203 kW (276 hp), which gave the Mercedes-Benz 280 CE 5.0 AMG a dynamism previously unknown in this vehicle class in 1983. Just one year later AMG came up with a completely independently developed V8 unit featuring four-valve technology and an output of 250 kW (340 hp) – a sensational figure at the time. In 1986 the V8 engine, which had meanwhile been uprated to 5.6 litres and an output of 265 kW (360 hp), gave the 300 CE 5.6 AMG a maximum speed of no less than 300 km/h – as was even reported on the evening television news . American fans respectfully referred to the fast AMG Coupé as “The Hammer”. The last evolutionary stage of the eight-cylinder powerpack appeared in 1988: from a displacement of six litres, the four-valve unit developed a maximum output of 283 kW (385 hp) and a torque of 566 Newton metres.

As the sporty top model in the completely new Mercedes-Benz E-Class with the twin-headlamp face, the E 50 AMG had its debut in 1996 with a five-litre AMG V8 engine developing 255 kW (347 hp). One year later AMG surprised the motoring world with a 4.3-litre V8 engine in the C-Class: the C 43 AMG developed 225 kW (306 hp), and was also available as an Estate model. In 1997 AMG also presented the newly developed 5.5-litre eight-cylinder engine with 260 kW (354 hp), three-valve technology and twin-spark ignition. The M 113 initially gave effortless performance to the E 55 AMG, but within a short time it was also used to power other AMG high-performance cars such as the CLK 55 AMG, ML 55 AMG, SL 55 AMG, S 55 AMG, CL 55 AMG and G 55 AMG. Uprated to a peak of 270 kW (367 hp) and 510 newton metres, it also gave a suitably dynamic performance to the C 55 AMG, the CLK 55 AMG Coupé and Cabriolet and the SLK 55 AMG.

Displacement of 5.5 litres, eight cylinders and supercharger technology
As a major milestone in the history of AMG engine development, the supercharged 5.5-litre V8 (M 113 K) with up to 380 kW (517 hp) and 720 newton metres of torque celebrated its debut at the end of 2001 in the SL 55 AMG, followed by the S 55 AMG, CL 55 AMG, E 55 AMG, G 55 AMG Kompressor and the CLS 55 AMG. The supercharged AMG 5.5-litre V8 unit was voted the clear winner in the “International Engine of the Year Awards” in 2003. In the “Best Performance Engine” category, it won a victory over well-established competitors by a wide margin. A further development of the supercharged V8 engine developing 428 kW (582 hp) and 800 newton metres powered the highly exclusive CLK DTM AMG. The supercharged V8 engine of the Mercedes-Benz SLR McLaren presented in 2003 was a special case, as it was a completely independently developed, high-tech eight-cylinder with dry sump lubrication. This delivered an impressive peak of 478 kW (650 hp) and 820 newton metres.

Naturally aspirated eight-cylinder engine with a displacement of 6.3 litres and an output of up to 420 kW (571 hp)
2005 saw the debut of the AMG 6.3-litre V8 engine; depending on the model, this naturally aspirated, high-revving unit known as the M 156 developed up to 386 kW (525 hp) and 630 newton metres. In 2009 this V8 engine currently used in nine AMG high-performance cars won the “International Engine of the Year Award” in the “Best Performance Engine” category.

Exclusively reserved for the brand-new Mercedes-Benz SLS AMG super-sports car, the M 159 also has a displacement of 6.3 litres, a peak output of 420 kW (571 hp) and a maximum torque of 650 newton metres. To ensure a low centre of gravity and allow maximum lateral acceleration, this eight-cylinder unit designed as a front-mid-engine features dry sump lubrication.

“AMG Performance 2015″ as the continuation of a success story
Mercedes-AMG is continuing this impressive story with the AMG 5.5-litre V8 biturbo engine and the AMG SPEEDSHIFT MCT 7-speed sports transmission. The “AMG Performance 2015″ strategy reflects the company’s commitment to continuous reductions in both the fuel consumption and emissions of new models – also with future engine/transmission combinations – while reaching new heights with the central brand value of “performance”.

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