Mercedes V6 Turbodiesel Sets New Standard | News & Analysis…

15 мая 2015 | Author: | No comments yet »
Mercedes-Benz GL320 GDI

Mercedes V-6 Turbodiesel Sets New

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How many have driven a state-of-the art Very few, we’ll

Most still operate on old rough, noisy, smoky, and slow. And if they’ve filled up a at the self-serve pump, they smelly fuel on their

That is, unless they traveled to Europe lately. legions of fast, quiet and modern turbodiesels are more than gas burners due to their fuel economy, invigorating and (until recently) lower prices.

An awful lot has changed diesel’s bad old days in the U.S. The in Europe, and now over here, is a lot smelly due to dramatically reduced content.

But those Americans who not forgotten everything they to know about diesels do so at once, except their fuel efficiency. And even has gotten better.

With its 210 hp and 400 lb.-ft. (542 Nm) of torque, the emissions-scrubbed 3.0L Mercedes-Benz V-6 turbodiesel delivers a rare of V-8-like performance (zero to 60 mph in 6.6 4-cyl. fuel-economy and up to 700 miles km) of range.

It is better on all counts than a gasoline V-6, while little overt evidence of except for its impressive 23 city/32 (10-7 L/100 km) U.S. Protection Agency fuel-economy

What Mercedes markets as is a modular diesel emissions-cleansing that marries several to minimize emissions generated by the and effectively scrub the exhaust.

It an oxidation catalytic converter and a particulate filter (DPF) in to new techniques for reducing oxides of emissions, the last regulated still higher in diesel compared with gasoline.

The package consists of optimized and combustion processes – including overhead cams with valves per cylinder, electronic control, third-generation common-rail piezo direct injection, turbocharger and exhaust gas recirculation – to engine-out emissions.

The package includes oxidation catalytic to minimize emissions of carbon and unburned hydrocarbons; a DPF that particulate emissions by up to 98%, is standard on all Mercedes diesel cars in many countries mid-2005; and a refined NOx storage converter to lower emissions.

All this earned the ’08 Bluetec turbodiesel the EPA’s Bin 8 category, clean enough for 42 in 2008 but not for California and seven (Connecticut, Massachusetts, Maine, New Rhode Island, Pennsylvania and that insist on emulating standards.

For 2009, New Jersey, and Washington also have the tougher Bin 5 California standard, becomes a federal requirement in

The next step needed to all 50 states is an additional module liquid urea (commercial AdBlue) injection in a selective reduc¬tion (SCR) process reduces smog-producing NOx up to 80%.

ultra-clean engine has arrived for in Mercedes’ U.S.-market ML320, and R320 Bluetec cross/utility

The Bluetec V-6, known as OM 642, was developed by Mercedes in Stuttgart, Germany. Work on the began in 2001, and the engine in the European C-Class in 2005. It has used in a variety of Mercedes car and commercial vehicles since the U.S. in October 2006 in the Bluetec sedan.


Offering 20% to 40% fuel consumption than a engine, the E320 won the prestigious World Car of the Year award.

Joachim Schommers, head of car diesel engine development, the primary objective of the Bluetec program was to deliver a lightweight, and fun-to-drive powertrain that offers excellent fuel

“The diesel engine is the best powertrain for passenger and leads to best fuel in real-life usage, even to today’s hybrid vehicles,” says.

“The additive-free filter enabled it to meet the stringent particulate emissions, and SCR now the lowest global NOx limits. thus enables a worldwide of diesel engines in Mercedes-Benz

Schommers points out a number of challenges were faced in of the Bluetec V-6 and its complex but highly emissions-cleansing system, including:

of NOx performance with implementation of NOx and intelligent self-learning software in the engine controller unit.

of the DPF, which needs stability for the dosing valve and SCR

System monitoring of the dosing the SCR catalyst and the NOx sensors to fulfill Diagnostic II legislation.

Development of the strategy for passenger-car applications.

Mercedes-Benz GL320 GDI

Packaging and cold-weather defrosting of the AdBlue tank in the vehicles.

of advanced mixing devices for ammonia flow distribution airless dosing systems for the SCR

Improvement of the dosing system in of costs and cold-start capability.

To 2009 11-state and 2010 emissions standards, which diesels to be as clean as gasoline the earlier version’s NOx Storage (NSC) system was replaced by the SCR The operating principle of a NOx storage is based on two successive steps, says.

In the first step, the NOx is to nitrogen dioxide (NO2) precious-metal catalytic coating. The NO2 is in the catalyst as nitrates, and then up by the exhaust gas. But as the amount of in the catalyst increases, its storage decreases. So, before a critical NOx is reached, the engine controller start NOx-regeneration by causing the to generate rich exhaust gas reduces the stored nitrates to

Then, to fulfill the ultra-stringent Bin 5 Mercedes engineers developed the SCR using the AdBlue urea The system consists of an oxidizing converter, a particulate filter, a valve behind the particulate the SCR catalytic converter and the AdBlue under the cargo area. The is large enough to last two routine service intervals.

“When AdBlue is injected the hot exhaust,” Schommer says, “it is down into water and The urea is then converted ammonia, the real agent of process, at temperatures of around (392°F). The ammonia is stored in the converter and when exhaust pass through it, it helps the NOx.”

Schommers adds the injectors, the mixing area nozzles and the catalytic converter and the of the converter had to be configured to ensure distribution of ammonia to the SCR catalytic

Is there room for future in performance, emissions and/or efficiency as public demand and requirements accelerate?

“Part of the of developing a new engine is to enable the to meet future requirements,” says. “With Bluetec, vehicles have the potential to the future Euro6 emissions due to be introduced in 2015. The next is to combine it with a hybrid

Mercedes showed off an E300 hybrid concept car at the 2007 motor show, which plans to bring to market in in 2010.

Since evaluating this turbodiesel V-6 in the ’08 E320 we have driven the next-step, 50-state version in the ’09 and ML320, and we can report it has lost of its game-changing appeal in these and heavier vehicles.

And while the engine and complex Bluetec system is more costly a gasoline engine, Mercedes is only a $1,000 premium for the over the otherwise comparable E350 V-6 gas-engine sedan.

the diesel’s torque and fuel-economy over the gasoline engine, a world-class value proposition.

Mercedes-Benz GL320 GDI
Mercedes-Benz GL320 GDI
Mercedes-Benz GL320 GDI

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