9071214 007_2003 Mercedes S 400 CDI V8 engine (OM 628) | Flickr…

28 Янв 2015 | Author: | No comments yet »
Mercedes-Benz S 500 306hp W220

9071214.007_2003 Mercedes S 400 CDI V8 engine (OM

The OM628 and OM629 his successor are — diesel engines eight cylinders in V-formation and rail direct injection, and produced by Daimler-Benz for use primarily in — Car of the upper class.

the engine could OM628 with the previously published to eight-cylinder Dieseln of competitors (A8) and BMW (740d) a par.

The has an engine block of aluminum in Bedplate construction (at the level of the shared) and having wet cylinder made of cast iron Among the reinforcements are part of the camp GGG embedded. The cylinder is 97 mm. For the angle between the cylinder chose one from space-based 75 ° and 90 °, as with V8 engines usual. will free mass to first order. To offset is on the crankshaft in the cylinder V compensatory arranged. For uniform Zündabstände are crankshaft divided (without cheek). The number of cylinders the has a turbocharger with variable vanes and two Overhead camshafts and valves per cylinder, on the hydraulic operated. The charge is on an air-water exchanger with a second water chilled. This has the that the cooler a smaller of air contains, but at a lesser Durchströmungswiderstand.

OM 628 DE 40 LA: OM 628 DE 40 LA:

3996 cc

Bore: 86 mm, stroke 86 mm

18.5: 1

Power: 184 kW (250 hp) at rpm

Torque: 560 Nm at 1700 to 2600 rpm

As a successor came in fall of of the OM 629 on the market. CDI with newer and higher boost pressure, but the engine capacity, this reaches higher power and values. He is also in E-and sedan and also in M-and under the designation 420 CDI used. In the accounted for the OM629 in favor of the CDI V6 OM

The OM629 engine with the name OM 629 DE 40 LA currently found in cars use:

Model S-Class ML-Class GL-Class

W211 W221 W164

Displacement 3996 cc

Engine 231 kW / 314 hp at 3.600/min 235 kW / 320 hp at 3.600/min 225 kW / 306 hp at 3.600/min

730 Nm at 2.200/min 700 Nm at 2.000-2.600/min 700 Nm at 2.200-2.600/min

It is at Mercedes-Benz, as well as all other manufacturers like BMW and Audi large and 221 kW (300 hp) V8 diesel by six-cylinder diesel to replace. BMW equips the 3 Series and 5 Series a double-turbocharged six-cylinder, which is the same performance levels as the eight-cylinder 7-up aufweist.

At in 2008 once the four new of the weaker OM642 replace in the term, in return for the performance of the OM629 could move. The hochaufgeladenen engines have the that they not only are and cheaper they can produce, but great efficiency advantages the bulky machines.

The torquiest diesel engine In the fall of production began of the torquiest V8 diesel engine (OM 629), for the Mercedes-Benz E-Class and planned to be available for other model at a later stage. The 231 kW (314 hp) V8 its maximum torque of 730 Newton at an engine speed as low as 2200 As a result, the E 420 CDI accelerates from to 100 km/h in just 6.1 seconds and a top speed of 250 km/h (155 In terms of dynamism and smooth characteristics, this eight-cylinder the benchmark in its market segment. The fuel con-sumption is 9.3 liters per 100 (25.3 mpg). The standard of the E-Class with this include a maintenance-free particulate seven-speed automatic transmission and air suspension.

Alongside the aluminum crankcase, exhaust-gas recirculation and electric air throttling, third-generation common direct injection ranks the technical tidbits of the new Mercedes-Benz engine. This CDI system at an injection pressure raised to bar and permits high-precision fuel – for the benefit of fuel economy and emissions.

source: media.daimler.com

MTZ The New Mercedes-Benz 4.0 l V8 Diesel Engine

Joachim Schommers, Mario Erich Arbeiter, Hermann Ulrich Holtmann and Stefan

With the new V8 diesel engine of the CDI, Mercedes-Benz is introducing an

that is a balanced, powerful motor. Its consistent optimizations and

specific values reached in its more than make up for its

displacement of 4.0 l, compared with its It will be offered exclusively

as the 4 model with a particulate Starting with the E-Class, engine, a basic though development of the familiar V8 diesel will replace its predecessors in the as well as in the M-Class and G-Class. The location at Motorenwerk Berlin


1 Introduction and Objective

In 2000, unveiled its first V8 diesel which was initially offered in

the It was subsequently introduced into the as well as the M-Class and G-Class

a move that contributed to its success in this particular segment.

Therefore, it was clear the conceptual design of a successor to the V8

2 Engine Parameters

The Table the main engine data for the model. At 4.0 l, the displacement

is the same as its it was not increased in order to rule out

impacts on weight, installation and fuel consumption. The power and

values, Figure 1, are particularly with respect to the displacement

the highest specific value of an engine is reached at a mean of 23

bar. These demanding could only be achieved by developing all the

components in the predecessor

3 Engine Description

3.1 Air Ducting, and Exhaust Gas System

Particularly of this further development is the of the entire

air and exhaust gas section, results in a higher turbocharging Figure 2.

The proven basic of the predecessor including engine-mounted air engine-

mounted water/charge air cooler and turbocharging is highly compact and

was retained.

Supported by extensive calculations, the design solution for air ducting

reduces pressure by 30 % before the compressor and 62 % after the

compared with the predecessor, simultaneously increasing the air flow at.

The air is guided to the engine-mounted

air filter clean air intakes around the seal. The air filter contains two

cartridges, which are separated the clean air side by a partition with

switchover valve. The and position of the switchover valve fully optimized

with to full load and acoustics.

The air is guided to the two mass air flow (MAF) through two guide

This prevents deviations of the air sensor signal as a function of the air

charge. Precise measuring of the air is a prerequisite for exact exhaust gas

in order to comply with the 4 exhaust gas limits.

Upstream located right before the gas turbocharger compressor

unit considerably to the higher torque in the lower rpm range, as

shown in 3.

The compressed air is then guided to the water charge air cooler, was also

unthrottled and its cooling improved.

The electrically operated air throttle is located directly the charge air cooler upstream the EGR area. This component, to an electronic

accelerator actuator, the necessary pressure drop in EGR as

well as the charge pressure DPF regeneration.

The charge air manifold, is connected to the cylinder heads via elements,

distributes charge air to the two banks. The rubber elements

for better tolerance offset the cylinder heads and reduce emission of the

The exhaust gas temperature and the maximum wheel assembly rpm

enhanced in both VNT turbochargers.

supports reduce the vibration of the turbochargers in all operating


The vanes further enhance efficiency. The vane bearings as as

the nozzle ring together the insert improve the heat properties.

An electric actuator changes the position of the guide The high positional

accuracy and speed that can be achieved the electric actuator

are a prerequisite for and fast charge pressure positively influencing

agility and gas emissions.

The exhaust manifolds provided potential for reducing losses, which actually lowered by more than 65 % difficult installation conditions.

development goal was reducing weight, so that lower

capacities would assist the close to the engine to start As an alternative to

a cast-iron manifold, an isolated sheet metal was examined. Since a

sheet manifold has improved the heating of the catalytic converters

only without achieving the design and cost advantages of the

cast this development was not pursued

Like the predecessor, the exhaust gas is via two EGR valves (controlled by

the engine To improve combustion stability and HC+CO emissions during

the exhaust gas is guided past the EGR through a switchable bypass.

The exhaust gas recirculation is shown in 4.

3.2 Injection System and Engine

As in the new Mercedes-Benz OM 642 V6 engine, this one a third generation common

injection system with a rail pressure of 1,600 bar and injectors.

The vehicle interface, gas aftertreatment, and T3 regulation in the CR5

engine represent an improvement over the CR4 engine control.

Unlike its the engine does not need a block to distribute the fuel

to the of the two cylinder banks. A redesigned pressure regulation allows the

The which allow up to 5 injections per cycle, are equipped with

optimized 7-hole nozzles.

technology reduces the amount of oil in the return section of the common

system to almost 0 mm3. The high pressure pump and the

pressure control (CPC) contribute to the favourable fuel of

the OM 629. The hydraulic components the need for a fuel cooler.


The coolant guide system is similar to that of the predecessor. customizations

and optimizations were with the goal of meeting the requirements

due to the higher loads and to EGR cooling to stay safely the Euro 4 emissions limits.

The pump is mounted on the face of the A capped impeller increases

and power for the necessary flow

The 10 % reduction in resistance can be attributed to optimized water

flow in the heads, as well as unthrottling in the and thermostat.

The design of the ducts in the ensures even distribution of to both

cylinder banks. The around the wet cylinder liners in the is optimized,

which results in thermal distortion.

After the cooling water enters the heads through the passageways in

the head gaskets. These are so that the water cools all

evenly; the flow can be directed to the areas within each The

two-part design of the cylinder water jackets does a job of cooling the

valve lands and the around the injector shafts. The first flows through the

water jacket, which the temperature by 30 K in the critical area

the exhaust valves.

The top water then guides the water to the thermostat, which is located on the in the front of the crankcase.

After the heads, cooling water is to the EGR cooler, the water cooling of the EGR valves, and the heater core.

The heat exchanger, which is on the inner V of the crankcase, is supplied by the between water pump and space. Figure 5 shows the coolant circle.

3.4 Cylinder Head / Valve

Except for the split water the design of the cylinder heads is on the familiar 4-cylinder inline OM 646, Figure 6.

During the planning phase, numerous showed that the advocated in peak pressure would adapting the rigidity of the cylinder

The intermediate cover in the water significantly contributes to this.

The heads are die cast from a aluminium alloy. To achieve the material properties and to keep highly consistent, the cylinder are heat-treated with the

same that was also used on the new V6 diesel engine.

Mercedes-Benz S 500 306hp W220

The valve is familiar from the OM 646, bucket tappets and hydraulic clearance compensation.

The camshaft is by the proven double-bush timing Figure 7. To extend the service of the chain, the highpressure pump was to the left cylinder bank, it is driven by the intake camshaft

3.5 Crankcase and Drive Unit

All subject to combustion pressure are for a peak pressure of 180 bar.

The Figure 8, uses the familiar concept of its predecessor, featuring banks arranged at a 75° angle and wet cylinder liners. The top part is a high-strength aluminium alloy,

Unlike traditional gravity this process guarantees and, by applying pressure from the time the mould is to solidification, it ensures a cavity-free

The gate takes place both cylinderhead flanges of the In the highstress

areas of the thrust and the cylinder head bolts, the process is influenced with irons, in order to achieve strength and sufficient ductile

Subsequent T7 heat treatment of the (annealing, chilling, artificial achieves the thermal structural that is necessary to make the properties permanent.

When the top part, special attention was to achieving a rigid structure.

goal was reached with on the outer sides and between the banks.

As is the case with all V-engine crankcases, the design of the oil channel was a true challenge. FEM analysis during the development allowed a significant reduction in level around the die-cast Parallel to that, material have been consistently Figure 9.

Additional structural is achieved with the integral gas ducts, which enable compensation between the chambers of the thereby reducing pump

The base section, made of with integral GGG60 in the five thrust bearings, is sand-cast. Besides various functions, the base section is with an integral oil catch a stripper edge that the engine oil from the bearings and oil thus separating it from the unit roller, and guide that direct it into the oil

The crankcase with a crankpin of 15° is forged from 46MnVS6. The of this steel are similar to steel, yet it has the advantage of being to machine.

For acoustic reasons, the of the crankcase was improved using main

bearing diameters. Further was placed on a dynamically optimized oil

of the con-rod bearings, since the bore in combination with a 180 bar

pressure subjects them to high loads.

The top half of the bearing is a ternary bearing a groove; the bottom half is a bearing.

The 70 MnVS4 forged rod with a cracked large eye is by a sputter bearing on its high-stress end and a bearing on its cover end.

The with a 3mm higher head are made from an optimized alloy 174+. By integrating a cooling duct in the reinforced groove, it was possible to further the of the piston.

A balancer shaft, rotates at engine speed the rotating direction of the engine, the unbalanced torques of the first which occur at a 75° cylinder angle. The shaft bearing in the oil channel optimizes the space in the The timing chain drives the shaft through a guide

4 Friction Loss

Since the power, torque, and exhaust gas requirements on the engine

had to be met while at the time improving fuel there was no way around reducing loss.

It was possible to reduce the friction pressure of the drive including ventilation losses by 35 % to the predecessor, despite the increase in bore. These improvements achieved primarily using the measures:

– optimization of piston ring package

– introduction of gas ducts on the sides

– optimization of the chain drive.

It was possible to the friction loss of the valve at the level of the predecessor engine,

increased requirements resulting higher exhaust gas counter-pressure due to the filter.

5 Measures for Acoustic

Optimizing acoustics at low loads and rpm in a displacement diesel engine is

a challenge. Customers drive often in this operating

Therefore, the new V8 diesel engine was to appear pleasant and unobtrusive partial load and sound under full load being loud. The Campbell in Figure 10 show that at a load point at 1,700 the new engine has a much more acoustic pattern compared the predecessor.

The best values in and smoothness are achieved by the following

– especially rigid crankcase bedplate for additional stiffness

– with larger main bore

– balancer shaft

– more rigid engine and connection to crankcase

– rigid, air lines made of aluminium low volume, due to the locationvof the charge air on the engine

– decoupling of the charge air

– optimized chain guides rubberized crankshaft wheel

– inner V due to EGR valve holders optimized acoustic insert

– of the intake pipe fastening the exhaust gas turbocharger

– decoupled of the low pressure fuel lines

– fuel injection at 1,600 bar dual-pilot injection

– covering of motor, in particular injector areas, with sound-absorbing under the air filter and the design

Because of theses measures and the of each component in terms of NVH the new E 420 CDI claims a top position in its class.

6 Gas Results and Exhaust Gas Aftertreatment

In the the new 8-cylinder 420 CDI comes standard a diesel particulate filter as the 4 model.

After the catalytic the exhaust gas from the two cylinder is directed towards a joint particulate filter (DPF) in the under-floor area, Figure 11. To heat losses, pipes insulated air gaps are used catalytic converters and the DPF.

As in all passenger car diesel engines, the DPF are without additives to aid regeneration.

the filter being positioned far from the engine” and the large engine, which is operated in the low load range, a specially heating strategy was necessary to provide the temperatures necessary for black regeneration.

Up to five are deposited; the exhaust gas temperature before the exhaust gas turbocharger and the catalytic converter are used as variables for the double post This helped optimize the of regeneration and carbon black

rates significantly.

7 Fuel Driving Performance

At 9.3 l per 100 km, the fuel of the new E 420 CDI is 0.1 l / 100 km below the fuel consumption of the model E 400 CDI

– despite noticeably driving performance

– despite engine acoustics

– while with much tougher 4 emissions standards.

This only be achieved through unthrottling of air passageways, friction reductions in the entire drive optimized fuel stream and use of a 7-speed automatic transmission.

Its figures include a 0 to 100 km time of 6.1 s; 60 to 120 km in 4.8 s, is an improvement of 12 % and 28 %, respectively, compared the predecessor model, Figure 12. The top is electronically limited to 250 km/h.


Consistent focus on features the customer can experience helped new V8 diesel engine rise to the top in its class. During its design, emphasis was placed on specific and torque values, in order to advantages under high full load values,

though displacement had been the same.

Despite drastic in performance and torque, the engine and fuel economy are superior to of the predecessor model.

Naturally, the 4 model of new E 420 CDI will be offered with particulate filter.

Mercedes-Benz S 500 306hp W220
Mercedes-Benz S 500 306hp W220


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