Diesel engines in MercedesBenz passenger cars | MercedesBenz…

7 Фев 2015 | Author: | No comments yet »
Mercedes-Benz E 220 CDI 150hp W211

Over the coming decades the speed especially of car diesel would be continuously boosted. compared with the spark-ignition engine the compression-ignition engine has a determined speed limit of 5500 rpm – a result of the delayed of the fuel. The time that between injection and ignition is less with modern-day fuels than with the diesel oil, which was identical with fuel oil. The cetane rating the quality of the diesel fuel. The it is, the quicker the fuel ignites.

– Four-cylinder diesel for cars


A engine speed was an important for adopting the diesel in cars. For its the compression-ignition engine had to come as as possible to the petrol engine. diesel engines were much heavier and less than petrol engines. And so the test diesel engine for a a 3.8-litre six-cylinder developing 60 kW (82 hp) at rpm, promptly proved too for the chassis of the test car because of its vibrations.

It was followed by several engines, such as the OM 134 – a water-cooled diesel with 22 kW (30 hp) – which was in the Mercedes-Benz 160 V car in 1934. The six test (W 134 series) received the model Mercedes-Benz 175 D and were available saloon as well as convertible B and C However, the vibration problems of the proved to be uncontrollable. In the same therefore, four test of the 175 DX model (W 141 series) were set up and with four-cylinder engines (OM 26 kW/35 hp). The engineers further diesel tests in which included the Mercedes-Benz 130 H and the “Mannheim.”

In November 1934 the engineers then opted for a approach and, instead of an new development, banked on modifying the six-cylinder of commercial vehicle For operation in passenger cars the was reduced to the size of a four-cylinder a displacement of 2.6 litres. The smooth permitted by the prechamber principle had been perfected, among things through the use of a four-plunger pump from Bosch. The already had overhead valves, a modern feature, and developed its output of 33 kW (45 hp) at 3000 rpm. A running in five bearings effectively to vibration damping in addition, permitted high speeds. The engineers had finally their goal.

1936 – of taxi operators

Assembly-line of model 260 D began in 1935. The OM 138 was in the chassis of the Mercedes-Benz W 21 series. The Mercedes-Benz 260 D consumed an average of 9.5 of diesel fuel per 100 kilometres – the related model 200 guzzled 13 of petrol over the same The 260 D travelled 450 – 500 kilometres on one tank – quite an asset given the wide-meshed gas station network at the What’s more, a litre of cost 24 pfennigs in Germany – less than a litre of for which 39 pfennigs had to be paid. And working as a taxi driver a passenger transport license was to buy diesel at a reduced price of 19 per litre. With a top speed of 90 despite all economy the Mercedes-Benz 260 D at a fairly brisk pace – the 200 managed only 98 km/h.

The first diesel passenger was on the chassis of the W 21-series landaulet 200 and 230). The sales brochure extolled the combination of modern car and diesel technology: “It is natural Daimler-Benz A.G. in view of its successes in the fields of passenger car and commercial vehicle manufacture, deeply concerned itself the question of the passenger car diesel The result is the Mercedes-Benz model 260 D which combines the great of the diesel engine with the comforts of the swing-axle passenger

The first 170 vehicles already delivered in autumn 1935 actual series production in 1936. The 260 D quickly gained as the ideal taxi. Cheap to robust and long-lived engines, a body (also in a special version with up to seven these were the arguments which the new Mercedes-Benz convinced the trade. Engine-powered cabs on the 260 D were still widespread far the 1950s. Also, the 33 kW (45 hp) 2.6-litre powered the van models L 1100 to L which were built in and Mannheim.

1937 – Diesel for private customers

Contemporaries favourably impressed how quiet diesel car was. Private too let themselves be convinced by the virtues of the 260 D and bought the car with the compression-ignition – especially after the engine was over in 1937 and the model got a new

The Mercedes-Benz W 143 series served the 260 D as new beginning in 1937. Two- and convertibles and an open touring car added to the landaulet and Pullman Through 1940 some units of the world’s first car were built – not a large but enough to make the diesel-powered car and smooth its way in the post-war period. to the farsightedness of its creators and above all the of its further development, the diesel car has a firm spot in the Mercedes-Benz range.

1949 – New beginning the 170 D

Following the end of the Second World economical automobiles were than ever in demand. again included a four-cylinder car engine in the model range in the of the model 170 D (W 136 series). The 170 was largely with the Mercedes-Benz 170 V built 1936 to 1942. The diesel launched in 1949 was powered by the OM 636 I engine, an in-line four-cylinder developing 28 kW (38 hp) at 3200 rpm. As as 1950 Mercedes-Benz introduced a power plant that now had an of 29 kW (40 hp). The saloon’s top speed from 100 km/h to 105 km/h.

The 170 D was handed over to its buyer on 1 1949. In the following years more customers in industry, the and the public sector, but also individuals, chose the first Mercedes diesel. From to 1953 a total of 33,822 of the model were built, chassis and half-ton panel

In addition to the 170, there was a diesel-powered variant of the 170 S, the first car from Mercedes-Benz since the The Mercedes-Benz 170 DS (W 136 VIII D series) out on the market in 1953 and was built 1955. The 170 DS was equipped with the 29 kW (40 hp) OM 636 To cut the higher production price of diesel engine versus the drive, the OM 636 was manufactured in very numbers and not only used in 170 D and 170 DS, but also in the Unimog. Daimler-Benz AG sold the unit as a stationary

1954 – “Ponton” Mercedes diesel engine

Models 180 D (W 120 and 190 D (W 121 series) put the diesel drive in the of the “Ponton” (a self-supporting chassis-body design introduced in 1953: optimised and featuring a unitary The familiar 29 kW/40 hp engine the 180 D on its debut in March 1954; in the output was raised to 32 kW (43 hp) at 3500 In 1958 Mercedes-Benz then the new OM 621 engine. As a 1.9-litre diesel unit it developed 37 kW (50 hp) at 4000 rpm in 190 D; from 1961 it also the 180 D with 35 kW (48 hp) developed at 3800 In all, 235,000 units of the two were built.

The Mercedes-Benz with diesel engine was exported to North America. To awareness of the design, in 1954 Bill Carroll undertook a drive across the USA in a Mercedes-Benz 190 D. diesel cars repeatedly provided such demonstrations of In addition to long, strenuous records and outstanding sporting have moulded the diesel of Mercedes-Benz. In 1955, for example, Mercedes-Benz 180 D were the winners in class in the Mille Miglia. racing manager Karl personally showed that the drive is good for sporty In a model 190 D he won the 1959 Africa over 14,045 kilometres Algiers to Cape Town at an speed of 80.6 km/h.

– Tailfin 190 D and 200 D

In the “tailfin” (W 110 series) the further emancipated itself its origins in the commercial vehicle. The diesel presented in 1961 was called the 190 D. But when Mercedes-Benz the new model 200 in 1965, the compression-ignition also was renamed 200 D to match it, its displacement and output (44 kW/55 hp at rpm) remained the same. In to a five-bearing crankshaft the OM 621 four-cylinder engine got better sound than its predecessor and, as a diesel, propelled the car to a top speed of 130 On the other hand, accelerating standstill to 100 km/h still 28 seconds.

From 1965 to 159,365 200 D saloons were plus units of the 200 D Universal and the 200 D with long wheelbase millimetres instead of 2700 and eight seats. The diesel had well established in the mid-sized of Mercedes-Benz. This is shown by the figures and the model range which took place in the 1960s. And diesel-powered cars since had ceased to be austere in appointments: as an optional extra the models of Mercedes-Benz were now available with an automatic

1974 – Five-cylinder diesel in the Eight

In 1968, for the first two new diesel models were simultaneously, the 200 D and the 220 D, in the W 115 series. In 1973 the 240 D was to the range, and in July 1974 the 240 D 3.0 as the top-of-the-line model. It was powered by the first five-cylinder passenger car engine. Even the injection and its controls were new on this new developed on the basis of the OM 616.

a swept volume of 3005 centimetres, the OM 617, designed as an five-cylinder, generated 59 kW (80 hp) at 2400 rpm and had a top speed of 148 km/h. With from standstill to 100 km/h in seconds, the new top diesel model Stuttgart was the liveliest and fastest car in the world and featured impressive and economy. 53,690 units of the 240 D 3.0 manufactured; in all Mercedes-Benz sold W 115-series diesel cars.

The equipment of the five-cylinder diesel was innovative: instead of the mechanical device of the 2.4-litre engine a pneumatic device was used, so the engine could be shut off the ignition key. Starting was by a turn of the key in the 240 D 3.0 and not, as previously was the by pulling a lever: when the turned the ignition key, was initiated and an indicator lamp lit up. the light went out after a the engine could be started in the way with a key. What now the most natural thing in the was appreciated as a new comfort feature in which has since gradually its way into all diesel cars of the and beyond.

1976 – Four engines for the 123 series

The new mid-sized took the start with diesel variants in 1976. The W 123 out as 200 D, 220 D and 240 D with four-cylinder engines and as 300 D the in-line five. With Mercedes-Benz took the entire, successful diesel programme of the Eight into the new model. For use in the W 123 the were thoroughly worked Among other things were given new cylinder gaskets made of a material Ferrolastic; in addition, oil changes made simpler; the exhaust was improved and the oil and fuel filters

In view of the big demand for diesel both from the new series and the W 115 the compression-ignition Stroke Eight continued to be built for one year to the W 123. How popular the diesel had become in the meantime is shown in the the biggest-selling saloons of the 123 series the 240 D (448,986 units) and 200 D (378,138

1977 – A diesel coupé CAFE

In autumn 1977 the 300 CD coupé was added to the 123 series. The of the two-door car was the same fitted in the 300 D the three-litre five-cylinder diesel OM 617 its output of 59 kW (80 hp) at 4000 rpm. the elegantly styled diesel was exclusively for the North American The object was to improve the Corporate Fuel Economy of Mercedes-Benz in the US and Canadian markets.

CAFE describes the average consumption of all models of a brand. a regulation issued by the US government, by the average consumption of all models of a car sold in North America had to be than the equivalent of 8.55 per 100 kilometres. The number of units of model sold was not important. was computed simply by adding up the consumption of all variants on offer and up this figure by the number of Innovative concepts like the diesel engine in the 300 CD therefore their mark on the consumption

1977 – A turbodiesel for the S-Class

diesel model presented by specifically for the American market a stir at the 1977 Frankfurt Motor Show (IAA): the 300 SD was the S-Class (W 116 series) from to be equipped with a compression-ignition An exhaust-gas turbocharger provided for appropriate to the luxury saloon, the output of the five-cylinder diesel from the 123 series to 85 kW (115

In May 1978 production of the model on the US version of the W 116 series began. The diesel was fitted with a injection pump and a Garret turbocharger and provided the 1.8-ton with respectable performance: the top was 165 km/h; the S-Class Turbodiesel from standstill to 96 km/h (= 60 per hour) in 14 seconds. The diesel could not match the unbelievable of the 450 SEL 6.9 of the W 116 series. But it made up for it with an consumption of only 14 litres of per 100 kilometres, while the S-Class the M 100 V8 engine required 22 litres of petrol for the same distance – a very common consumption in those days.

1980 – in the 123 series

The American CAFE were further toughened in the 1970s. Accordingly, in 1981 replaced the 300 CD and 280 C coupés from the 123 with the new 300 CD Turbodiesel and also the 300 D Turbodiesel as a parallel model. these new models again reserved for the North American the Mercedes-Benz 300 T Turbodiesel launched in was also sold in Germany. the saloon and the coupé, this had the three-litre in-line five-cylinder its bonnet, boosted by a Garrett turbocharger. After debuting in the the engine now developed 92 kW (125 hp) at rpm and was good for a top speed of 165 km/h and from standstill to 100 km/h in 15 In all, 28,219 units of the Mercedes-Benz turbo-diesel car for the German were sold between and 1986.

With the turbodiesel from the 123 series, the turbocharged engine returned to its origins in the shops of Mercedes-Benz: the first engine designed by the Stuttgart with an output of 132 kW (180 was installed in a 123 chassis for test Following the successful tests the prototype it was decided to pursue the further and develop a five-cylinder for the S-Class.

1983 – Whisper in the new compact class (W 201 series)

As car series, Daimler-Benz put the compact on the market in 1982. The small got a new two-litre diesel (53 kW/72 hp at rpm) in 1983 and was called the 190 D. The was designed as a lightweight, economical, unit. Above all, the was completely encapsulated, reducing the it generated by half. The OM 601 became as the “whisper diesel.” Mercedes-Benz this four-cylinder in 1985 an in-line five-cylinder (66 kW/90 hp at rpm) installed in the 190 D 2.5. The top of the 190 D was 160 km/h, while the more 190 D 2.5 now did 174 km/h.

Once again, specifically intended for the North market were created: the 190 D 2.2 of had a modified four-cylinder diesel the 190 D 2.5 Turbo was based on the in-line of the 190 D 2.5. Exhaust gas turbocharging an output of 90 kW (122 hp) at 4600 the top speed was around 192 km/h. in 1986, 20,915 units of most powerful of the diesel from the W 201 series were in all. Originally designed as an model, the 190 D 2.5 Turbo also was in Germany from September on.

1985 – Six-cylinder compression-ignition in the 124 series

For the first time the 124 series offered an in-line diesel engine in a Mercedes-Benz car. At the presentation of the new models in 1984, the Stuttgart automakers the 200 D with four-cylinder power (53 kW/72 hp at 4600 rpm), the 250 D five cylinders (66 kW/90 hp at rpm), and finally the 300 D with an six-cylinder (80 kW/109 hp at 4600 The two-litre four-cylinder of the 200 D was known the compact class. The 300 D was distinguished from the smaller models by air intake slots in the front

In 1985 Mercedes-Benz launched the 300 D as an estate, reserving it for export to America until September The turbocharged in-line six-cylinder had an of 105 kW (143 hp) at 4600 rpm, was increased to 108 kW (147 hp) in 1988. The of the same model was shown in in Frankfurt/Main at the International Motor in addition to the 300 D Turbo with drive there was now also the 300 D 4MATIC with four wheels. Additional air intake in the right fender distinguished the version from the 300 D.

A second turbodiesel was put on display in September at the Paris Motor Show. The 250 D was powered by a turbocharged 2.5-litre OM 602 the one also used in the compact However, the unit used in the 124 was a modified version developing 93 kW hp) at 4600 rpm; the top speed was 195 km/h. The engine design was with the aim of improving the combustion to reduce particulate emissions.

The most important means of this was the use of a new prechamber featuring fuel injection. This more efficient combustion and boosted output by 2.9 kW (4 hp). with the 250 D Turbo, the 300 D Turbo had its three-litre engine revised. in 1989, in connection with the ’89” initiative, the non-turbocharged cars also were with revised engines. The models gave off 40 percent particulates than their and thus met the stringent US standards without a particulate filter.

October 1990 onwards, as an extra Mercedes-Benz additionally an emission control system an oxidising catalytic converter and recirculation. Initially an option for diesel engines, it also available for turbodiesels at the start of

1993 – Diesel refinement in the

Diesel engines have available for the S-Class of Mercedes-Benz the 300 SD model from the W 116 series to 1980). The compression-ignition engine found its way into the 126 series in the 300 SD (1980 to 1985) and 350 SD Turbodiesel to 1991). What these of the Stuttgart luxury class had in is that they were only in North America. The of the

Mercedes-Benz 300 SD of the 140 series, which was exclusively to the USA and Canada from to September 1992, also this way.

From 1992 on, however, an S-Class car with a 3.5-litre turbodiesel could be had in Europe: the compression-ignition finally had arrived in the international automobile segment. The car developed 110 kW hp) and, with a top speed of 185 was content with an average 9.7 of diesel fuel. Standard included an exhaust-gas turbocharger and an control system with catalytic converter.

1993 – New new models

Appropriate to its displacement, the was renamed in June 1993, now designated the S 350 Turbodiesel. The diesel of the mid-sized 124 series also got new in 1993. They were now E 200 Diesel, E 250 Diesel, E 250 Turbodiesel, E 300 E 300 Turbodiesel and E 300 Turbodiesel 4MATIC.

The S 350 was replaced in 1996 by the S 300 Turbodiesel. The new model in the S-Class had a turbocharged with four-valve-per-cylinder design and with 130 kW (177 hp) developed at rpm its output was 20 kW (27 hp) higher than its The engine had high torque a very broad engine range; its pollutant emissions and consumption were far less the S 350 Turbodiesel’s owing to optimised On top of that the top speed climbed to 206 The S-Class with diesel met with increasing interest in the world: of the total 406,532 from the 140 series sold, had compression-ignition engines.

1993 – diesel and emission control as

In 1993 the diesel technology in Mercedes-Benz models underwent a change: as a world first, valves per cylinder were in the diesel. Four instead of two per cylinder enabled increased and output over an appreciably engine speed range and cut consumption under full by as much as eight percent. to an improved process of combustion the emissions simultaneously were by about 30 percent.

Initially, the five- and six-cylinder naturally engines were converted to technology. The two-litre four-cylinder and the engines retained their two per cylinder for the time being. The new for the C- and E-Class developed 70 kW (95 hp, 2.2-litre 83 kW (113 hp, 2.5-litre displacement) and 100 kW hp, three-litre displacement) – and were all with exhaust-gas recirculation and catalytic converter as standard.

– Three diesels and four

In 1995 the new 210 mid-series made its The distinguishing external feature of the new was the front end with its four headlamps. The model range comprised three diesel The E 290 Turbodiesel, its four-stroke diesel featuring direct injection, turbocharger with intercooler, emission control system oxidising catalytic converter, quite a stir. Its in-line OM 602 DE 29 LA engine offered the combination of technology and direct injection for the time in a Mercedes-Benz car. with the naturally aspirated engine with prechamber in the E 300 Diesel, which practically had the displacement, the new design impressed with appreciably higher and lower fuel consumption. The new was the first step of Mercedes-Benz the introduction of direct-injection car diesel

1997 – With CDI into the Premiere in the C-Class

The future of drive became reality at the Motor Show in Frankfurt am in September 1997: in the C 220 Turbodiesel Mercedes-Benz presented a direct system based on a new principle, Rail Direct Injection” In keeping with the designation of the new technology, which Mercedes-Benz and developed together, the vehicle out on the market in December 1997 as the C 220

While conventional injection have to generate the pressure for injection operation individually, the new CDI operate with a common reservoir for all cylinders, the so-called rail. Regardless of engine this reservoir continuously an optimum pressure of 1350 bar for all by means of solenoid valves, the quantity of diesel fuel for driving state is distributed to the nozzles and injected into the chamber. The engine electronics calculate the requirements of every cylinder dependent on the driving The variable control of the injection makes for appreciably improved preparation and in effect results in fuel consumption and reduced emissions.

The CDI engine of Mercedes-Benz impresses with its unusually running, which can be put down to so-called pilot injection. A few before fuel injection a small amount of diesel is into the cylinder, ignites, and preheating of the combustion chambers. to this preheating, during the injection the pressure and temperature no rise so sharply, and the engine quieter.

The 92 kW (125 hp) four-cylinder OM 611 of the C 220 CDI is a four-valve-per-cylinder design and develops torque of 300 Newton metres an engine speed as low as 1800 A comparison with the predecessor is very interesting: 30 percent power, double the torque, ten less consumption. CDI thus set new for diesel cars and changed the of the diesel engine for good. Now the engine no longer is considered a miracle of economy, but also an and sporty performer.

1998 – CDI in the E-Class

New CDI diesel featuring common rail injection and turbocharger brought the new to the E-Class too in June 1998. The E 200 CDI got 75 kW hp) out of its turbocharged two-litre four-cylinder and to a top speed of 187 km/h. The E 220 CDI developed 92 kW hp) and reached the 200 km/h mark. Yet the new needed an average of only 6.3 of diesel per 100 kilometres.

The 1999 refinement package fully CDI technology in the E-Class: the five-cylinder of the E 270 CDI 125 kW (170 hp) and maximum torque of 370 metres from 1600 But the most powerful diesel of the range ran on six cylinders in the new E 320 CDI. The 145 kW hp) direct-injection diesel got its maximum of 470 Newton metres at 1800 rpm and it to 2600 rpm. This engine took full of the big torque that is the hallmark of the Compared with the previous diesel of the E-Class the torque by 42 percent. And yet the six-cylinder OM 613 DE 32 LA engine injection, exhaust-gas turbocharger intercooler, plus emission system with oxidising converter) consumed on average 7.8 litres of diesel fuel per 100 its speed topped out at 230 km/h.

the new engines, the two four-cylinder CDI units in 1998 also got new turbochargers variable turbine geometry as of the 1998 refinement package. increased their output by up to 14 The E 200 CDI now developed 85 kW (115 hp), the E 220 CDI 105 kW hp).

2000 – The strongest for the S-Class

The new S-Class W 220 debuted as a in 1999 in the form of the S 320 CDI. Its six-cylinder delivered 145 kW (197 hp) at rpm. The torque was 470 Newton obtained in a range from to 2600 rpm. The luxury got up to 230 km/h with the 3.2-litre engine and sprinted from to 100 km/h in 8.8 seconds.

By far the most diesel engine in a Mercedes-Benz car its arrival in the S-Class in the year From a displacement of four the light-alloy V8 OM 628 DE 40 LA developed 184 kW (250 hp) at rpm. It delivered torque of 560 metres at 1800 to 2600 A top speed of 250 km/h and 7.8 seconds for to 100 km/h illustrate the role of the S 400 CDI as among the Mercedes-Benz diesel

2002 – The diesel returns to the

Since the C 123 series of the 1970s had been no more Mercedes-Benz with diesel engines. In the CLK 270 CDI (C 209 series) was introduced. The four-stroke (electronically controlled common direct injection, Bosch high-pressure pump and exhaust-gas with intercooler) was an engine met the demands on a sporty vehicle yet economically. 125 kW (170 hp) at 4200 rpm good for a top speed of 230 km/h and to 100 km/h acceleration in 9.2 seconds.

Mercedes-Benz E 220 CDI 150hp W211

in 2002 Mercedes-Benz presented the generation of CDI technology. These new once again improved consumption, comfort and emissions. To this, among other the Mercedes engineers raised the pressure from 145 bar to 155 bar to optimise the gas The result is greater pulling and flexibility. The injection pressure of now bar, in conjunction with the developed seven-hole injection permitted finer distribution of the in the combustion chambers, better formation, and more homogeneous

New V6 engine for greater dynamism

The of innovative features for the diesel continues unabated. An outstanding from the long list of is the six-cylinder V-engine which presented in December 2004 and has offering since the spring of in different model series this engine replaced the five- and six-cylinder in-line The new engine made its debut in the giving the saloon and estate a highly agile character a decidedly sporty touch. The accelerates from standstill to 100 in just 6.9 seconds. It is therefore not that these diesel-engined were also made as “Sport Edition” versions, other things with a enhancement package from The “Sport Edition +” documents the nature of the modern compression-ignition with an even wider of features including sports

The V6 diesel engine with injection develops 165 kW (224 hp) and a of 510 Newton metres, which is on tap 1800 rpm and remains constant up to an speed of 2800 rpm. The complies with the Euro 4 norm and has been featuring a filter as standard equipment since its market launch. is reduced by a crankcase made of with cast-in grey-iron liners – an absolute novelty in displacement and performance category. As a the new six-cylinder weighs in at just 208 and is thus only insignificantly than the previous five-cylinder And the very compact dimensions of engine with all its ancillary allow it to be combined with drive which, for lack of was not available for any six-cylinder diesel before.

The equally newly electronic control unit all the engine functions – from the Start System and the automatic function through to the high-pressure The VNT (Variable Nozzle Turbine) with electrically adjustable blades, the exhaust-gas recirculation control valve and the intake air system are controlled to match the at any given point in time, on the of up-to-date measurements. What’s the computer exchanges data the seven-speed automatic transmission – if by the customer – and the Electronic Stability ESP.

This new high-tech V6 engine marks the beginning of the generation of CDI technology at Mercedes-Benz. to new materials and optimisation of the entire the new CDI engines attained even combustion pressures than – the engineers aimed at up to 200 bar and intended to the injection pressure too in future, to as as 2000 bar. In addition, the CDI technology was further refined. The is no longer injected all at once, but in as as five portions. Special (piezo crystals) take the control of the injection nozzles: electric pulses the atomic of the crystals can be expanded several thousand times per second if With this sophisticated system, not only were the further reduced; the working of the engine was also diminished more.

Premiere: The torquiest eight-cylinder engine

The Mercedes-Benz engineers made us of the V6 engine’s technology in the torquiest V8 passenger-car diesel (OM 629), which went production in autumn 2005 in the and was available for other model at a later stage. The 231 kW (314 hp) V8 an aluminium crankcase, cooled gas recirculation and electric intake air generates its maximum torque of 730 metres at an engine speed as low as rpm. As a result, the E 420 CDI accelerates standstill to 100 km/h in just 6.1 and reaches a top speed of 250 km/h. In of dynamism and smooth running this eight-cylinder represents the in its market segment. The combined consumption is 9.3 litres per 100 kilometres. The specifications of the E-Class with engine include a maintenance-free filter, seven-speed automatic and AIRMATIC air suspension.

2003 – particulate filter and Euro 4

Mercedes-Benz made a major in respect of the environmental compatibility of the drive in autumn 2003. As automobile brand in the world the introduced diesel passenger built to the Euro 4 norm and a maintenance-free particulate filter. offered the first filters for to California as early as in 1985.

– Particulate filter as standard in than 30 Mercedes-Benz models

the early 1990s through technologies like the common system developed by Mercedes-Benz had the fuel consumption of diesel by more than 25 percent. The state of the art of Mercedes-Benz diesel meanwhile is represented in all the vehicle marketed by the brand: from the through the GL-Class to the S-Class.

than 30 different models affected when Mercedes-Benz fitting all diesel cars the A-Class to the S-Class with particulate filters as standard in Austria, the Netherlands and Switzerland in the of 2005.

Mercedes-Benz had been its innovative particulate filter which operates maintenance-free and do without additives, since

Owing to economical, optimised in combination with the filter, the emissions are more than 90 less than those of engines. In view of this a retrofit solution for car particulate was made available from 2005, initially for vehicles of the and E-Class. Dr Thomas Weber, of the Board of Management of Daimler AG, for Corporate Research and Mercedes-Benz Development, emphasised: “Our solution for particulate filters is proof of the high level of our expertise and a consistent step environmentally compatible, fuel-saving

Unique change of character

At the Motor Show in 2005, not only announced the incorporation of filters in the standard specifications but reviewed 70 years of diesel in the passenger car – the first 260 D had, all, come off the assembly in 1935. For decades, the diesel had been regarded merely as the of longevity. It was known to be reliable and but also somewhat sedate. In the of time, it has lost this and acquired a completely new image. sporty dynamism, agility, comfort, motoring pleasure not least, environmental compatibility among the attributes boasted by diesel engines. And the engineers at have contributed to this in no insignificant measure. This development is verified most by figures: the world’s first diesel engine in the Mercedes-Benz 260 D just 33 kW (45 hp), corresponding to a ratio of 13 kW/litre (17.8 In the C 320 CDI, the V6 diesel engine in December 2004 develops an output of 165 kW (224 hp) from a of three litres – boasting a volume ratio of 55.2 (75 hp/litre), more than times the ratio of the 260 D.

Torque – the decisive factor for tractive from low engine speeds – just as dramatically, from 98 metres in the 170 D of 1949 to 510 Newton in the C 320 CDI. In other words, 55 Newton metres per litre of in 1949 are pitted against than three times figure – 170 Newton metres –

Future development trends of the engine were outlined by at the 2005 Geneva Motor among other things by of two roadsters. In the Vision SL 400 CDI show a new V8 diesel engine develops 231 kW hp) and transmits an enormous torque of 730 metres to the crankshaft of the eight-cylinder

From a displacement of three the engine of the SLK 320 Triturbo develops 210 kW (286 hp) and a torque of 630 Newton – 70.3 kW and 211 Newton metres per of displacement. The triturbo engine is on the modern V6 diesel. The show car is in the self-assured guise of the SLK 55 AMG. The car from standstill to 100 km/h in 5.2 its top speed is limited to 250 km/h. It this impressive performance excellent fuel economy: 7.5 of fuel per 100 kilometres (overall consumption).

Into the future just a tenth of the first consumptio n

The economy of modern CDI 70 years from the premiere of the car, is astounding. Whereas the first passenger car diesel in the 260 D consumed 0.3 litres of fuel on 100 to generate an output of one kilowatt, in the C 320 CDI made ends meet just 0.04 litres per over the same distance. is a reduction by unbelievable 90 percent or, in words, fuel consumption by a factor of almost ten.

like this from for the diesel drive not only resources, but also reduce the on the environment, for as fuel consumption so too do exhaust-gas emissions – a tendency has been amplified since mainly by innovative technologies the BlueTEC emission control and comprehensive concepts for environment-friendly such as BlueEFFICIENCY. Mercedes-Benz BlueTEC for passenger cars in 2006. In the commercial vehicle this technology, spelled has been employed since

The world’s smallest direct-injection engine

Parallel to BlueTEC conventional diesel engines to be improved, one outstanding example the diesel engine of the second-generation fortwo (451 series) in 2007. With an NEDC of just 3.3 litres per 100 kilometres and 88 of carbon dioxide emissions per the smart fortwo cdi is the world’s economical production car and, at the time, the one with the lowest dioxide emissions. With a filling of 33 litres, the two-door car 33 kW (45 hp) engine has a range of some kilometres – in theory, that’s the from Berlin to the outskirts of without a refuelling stop. The engineers further developed the model’s proven cdi engine and it fit for the future. They boosted and torque by ten percent each and fuel consumption by some 13

At the time of its premiere, this was the world’s smallest direct-injection unit – and a masterpiece of engine with the most progressive – normally the preserve of significantly engines – accommodated within compact dimensions. This a common rail direct system which produces injection pressure ratings of up to bar (previously 1350 bar) at low engine speeds, and feeds the into the combustion chambers by of newly developed six-hole Together, these two features for an even more efficient process. Turbocharger, charge air electrically operated and cooled gas recirculation, hydraulic valve compensation and lightweight design are features which distinguish the cdi engine as a high-technology package.

power for the S-Class

In December Mercedes-Benz added another variant to the S-Class range (W the S 420 CDI. The eight-cylinder car has a modern V8 CDI with a displacement of four which delivers 235 kW (320 hp) and a of 730 Newton metres. For efficient and power transmission, the 7G-TRONIC is as standard. Fuel consumption is as low as 9.4 to 9.6 litres per 100 kilometres and thus the magical ten-litre line.

diesel engines: Fit for climate

In 2007 piezo injectors on engines formed part of the Mercedes-Benz applied with the aim of improving fuel economy and The Stuttgart-based brand provided of this with the publication of its Sustainability Report which on climate protection.

Future will continue to be based on combustion engines – as well as on into alternative propulsion Professor Herbert Kohler, President with responsibility for Research and Advanced Vehicle/Powertrain as well as Chief Environmental of Daimler AG: “Our research and work therefore focuses not on alternative propulsion systems but and above all, on the ongoing of internal combustion engines. Our aim is to the petrol engine as efficient as the engine, and the diesel engine as as the petrol engine.”

Among things, the company works on a new concept which combines the of the two systems. Over and above all cars are developed so as to permit the of hybrid drive. By combining an internal combustion engine a hybrid module, the optimum can be configured, matched to operating and the customer’s preferences. One result of work is the first diesel passenger car from Mercedes-Benz in March 2010, the E 300 BlueTEC which comes onto the in 2011.

DIESOTTO: Combining the of diesel #038; petrol

Mercedes-Benz presented the first of research on a new internal combustion combining the advantages of diesel and units at the 2007 Frankfurt Motor Show: The DIESOTTO has the performance of a petrol engine as as the high torque and fuel of a modern diesel – and it is extremely Among other things, the high-technology package includes injection, turbocharging and variable At the core of this innovation homogeneous charge compression permitting a highly efficient process similar to that of a In contrast to comparable developments, the system has the crucial advantage it requires no synthetic fuels but can be using conventional petrol.

being started and under load, a spark plug is for causing the petrol/air mixture to – as in a conventional spark-ignition engine. The automatically switches to controlled (homogeneous combustion) within one stroke in the part-load range, at low and medium engine speeds. homogeneous combustion at reduced temperatures results in very low oxide emissions. A standard catalytic converter takes of emission control in the DIESOTTO In addition, a highly efficient management system is used to the individual systems into an configuration.

Diesel milestones for the of the combustion engine

By optimising the engine, Mercedes-Benz has time and been setting new milestones for the of the internal combustion engine. BlueTEC and CDI BlueEFFICIENCY models. in Mercedes-Benz engineers have in recent years in making the and economical diesel engine as as the petrol engine. In 2010 all CDI E-Class models with diesel power plant, for already meet the EU5 emission and the BlueTEC model E 350 BlueTEC urea injection even the future EU6 standard. Diesel-hybrid like the E 300 BlueTEC HYBRID now a further step towards the of the diesel engine. Read about the latest diesel from Mercedes-Benz in the chapter CDI BlueEFFICIENCY and BlueTEC HYBRID – The of the compression-ignition engine“.

Mercedes-Benz E 220 CDI 150hp W211
Mercedes-Benz E 220 CDI 150hp W211
Mercedes-Benz E 220 CDI 150hp W211

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