International pop superstar Usher visits Mercedes-AMG factory in Affalterbach

Don't Copy From This Blog...

It's no secret that the international pop superstar Usher is a self-proclaimed fan of Mercedes-Benz and its high-performance brand AMG. He is excited to visit Mercedes-AMG in Affalterbach on 4 March 2013. Once there the multiple Grammy Award winner will be assembling the final parts on the V8 AMG engine in his new SLS AMG himself, and will also enjoy the exclusive opportunity to try out the brand-new A 45 AMG on the test track. Following on from this visit he will also be attending the official world premiere of this first compact car from AMG, which is to be celebrated at the Geneva Motor Show.

For the American singer and actor, Mercedes-Benz is the luxury brand par excellence. "When I think about luxury, the first thing that comes to mind is Mercedes. So it was a very special moment for me when I was able to buy a Mercedes-Benz for my mom. So far it was the only car I have given her as a gift", explains Usher. The star himself is currently driving a CLS 63 AMG, until his new gullwing SLS AMG is delivered. And when it comes to family cars, the father of two children enjoys driving a Mercedes-Benz Sprinter. Usher has been ranked by the Recording Industry Association of America (RIAA) as one of the best selling artists in American music history, having sold over 44 million albums worldwide.

As a fan and connoisseur of Mercedes-AMG, the chart-topping star is extremely excited about his test drive in the A 45 AMG. "I can hardly wait to get behind the wheel", says Usher. "It looks so absolutely cool and sexy, and I'm really excited about experiencing the power of the first AMG four-cylinder turbo engine." After the test drive he will be talking all about his experience on his Facebook page. Producing a peak output of 265 kW (360 hp) and maximum torque of 450 Nm, the 2.0-litre four-cylinder AMG turbocharged engine is the world's most powerful four-cylinder engine in series production. The new CLA 45 AMG, which will be celebrating its world premiere in New York at the end of March, also benefits from the same engine. Usher has already confirmed the first test drive for this innovative high-performance Coupé too – an event which he will also be sharing with his fans.

~ Official photos and details courtesy of Mercedes-AMG GmbH ~

Copyright © 2013, mercedesgla. All rights reserved.

Read More

The new Mercedes-Benz E 63 AMG: Engine and power transmission

Don't Copy From This Blog...

1. Engine: Top on power and efficiency

The AMG 5.5-litre V8 biturbo engine in the E 63 AMG delivers signature AMG high performance on all fronts. From top speed through torque generation, power delivery, engine sound and suitability for long trips to hallmark Mercedes reliability, the eight-cylinder engine with an output of up to 430 kW (585 hp) meets high expectations and leads the way in its segment. Today's challenges also include peak performance in terms of efficiency. The E 63 AMG continues to set new standards here – the AMG 5.5-litre V8 biturbo engine remains the most efficient series production V8 engine around. A look at the fuel consumption picture confirms its outstanding credentials: running on 9.8 litres per 100 kilometres in NEDC combined mode (E 63 AMG Saloon with rear-wheel drive), the E 63 AMG demonstrates in impressive fashion how fascinating dynamics and low fuel consumption can be combined to perfection.

As previously, the E 63 AMG is available in a choice of two power ratings: as the basic model with an output of 410 kW (557 hp) and 720 Newton metres of torque and as the S-Model rated at 430 kW (585 hp) and generating up to 800 Newton metres of torque. This represents an increase of up to 24 kW (32 hp) and 20 Newton metres in comparison to the respective predecessor models. The technical basis for this uprating results from adaptation of the engine application, an increase in peak pressure and a rise in the charge pressure from 0.9 to 1.0 bar. The engine experts at AMG have achieved compliance with the requirements of the particularly stringent EU6 emissions standard, which will not become mandatory until 2015, by optimising the injection timing with the aid of multiple fuel injection and by modifying the European on-board diagnostics.

From power delivery to engine sound, the AMG 5.5-litre V8 biturbo engine (internal designation M 157) makes every mile a sheer delight. The E 63 AMG picks up speed with effortless poise. A key factor here is the unique torque curve of the supercharged eight-cylinder engine from the AMG hand-finishing section in Affalterbach: 720 Newton metres of torque are available in the broad rev range from 1750 to 5250 rpm, the E 63 AMG S even disposing of as much as 800 Newton metres between 1750 and 5000 rpm. This results in vast pulling power in every speed range.

Overview of key data for the models available on the German market:

The technical highlights of the AMG eight-cylinder engine include:

- Direct petrol injection
- Biturbocharging
- All-aluminium crankcase
- Four-valve technology with camshaft adjustment
- Air-water charge air cooling
- Generator management
- ECO start/stop function

Two exhaust gas 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 per hour into the combustion chambers. Thanks to their special, compact design – the turbine housings are welded to the exhaust manifold – there are significant space advantages, and the catalytic converters also heat up more rapidly.

The AMG V8 dispenses with the customary blow-off valve. This has enabled an extremely compact design for the compressor housing. To ensure agile responsiveness with no time lag, all the air ducts in the intake tract are as short as possible. The AMG experts have enabled the wastegate valve, which reduces the pressure in the exhaust system during negative load changes, to be 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 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 lower intake temperature under full load. The large radiator at the car's front end ensures defined cooling of the water circulating in the low-temperature circuit. Extremely short charge-air ducting makes for optimum 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 very low pressure loss.

All-aluminium crankcase with Silitec cylinder liners

The crankcase for the AMG 5.5-litre V8 biturbo engine is made of diecast aluminium. The low (dry) engine weight of 204 kilograms is the result of uncompromising lightweight construction methods and gives the vehicle balanced weight distribution. The bearing cover for the main crankshaft bearings, made of grey cast iron, is bolted to the crankcase for high rigidity. Cast-in Silitec cylinder liners ensure that the eight pistons operate with low friction.

Drilled ventilation 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 the 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 resistance and therefore a reduction in output. The ventilation holes prevent this by ensuring effective pressure compensation between the cavities.

The forged crankshaft made of high-grade 38MnS6BY steel alloy (a combination of the chemical elements manganese, sulphur, boron and yttrium) 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 two per cylinder. The exhaust valves, which are subject to high thermal loads, are sodium-cooled and hollow in order to reduce weight. 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 with regard to noise comfort compared to cylinder roller chains.

Innovative 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 2 and 4 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 represents an intelligent solution: after a cold start, initially the engine oil is only cooled via the oil/water heat exchanger. If the cooling performance of the very compact cooler is insufficient, the flow is additionally directed through the external engine oil/air cooler by an oil thermostat. The advantage of this system is that the engine oil heats up more rapidly, as the engine coolant warms up more quickly 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. Large intakes in the new front apron of the E 63 AMG ensure an effective flow of air to the water, engine oil, charge-air and transmission oil coolers.

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

Generator management and optimised belt drive

The ECO start/stop function, which in "Controlled Efficiency" mode shuts down the eight-cylinder engine every time the vehicle is stationary, is not the only feature contributing to low fuel consumption. Generator management also helps to enhance efficiency: 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 litres per 100 km in city driving with its frequent overrun and braking phases.

Highly efficient engine electronics for every function

All the engine functions are executed and controlled by a particularly efficient control unit. This state-of-the-art engine computer not only controls direct petrol injection, charge pressure, camshaft adjustment and variable oil supply but also communicates with all the other onboard control units, such as those of the AMG SPEEDSHIFT MCT 7-speed sports transmission. 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 on each cylinder. This ensures a strong ignition spark at all engine speeds and under all load conditions. The highly precise fuel distribution of the piezo-electric injectors is handled by eight high-voltage output stages.

Lightweight AMG sports exhaust system for a characteristic sound signature

The twin-pipe AMG sports exhaust system has a pipe cross-section of 70 millimetres from the manifolds to the rear silencers. The sound design is characterised by a perfect synthesis of tangible dynamism and hallmark Mercedes comfort on long journeys. Emotional appeal during acceleration and double-declutching combines with the appropriate restraint at steady speeds. A distinctive, signature AMG eight-cylinder sound emanates from the striking chrome twin tailpipes of the sports exhaust system.

Engine production – a tradition of hand-built excellence

Like all AMG high-performance engines, the biturbo eight-cylinder engine is assembled by hand in the hand-finishing section at AMG, observing the most stringent quality standards. Highly qualified engine fitters assemble the M 157 according to the philosophy "one man, one engine". The signature on the characteristic AMG engine plate attests to the painstaking care exercised by the fitter.

2. Power transmission: All-wheel drive for perfect dynamics

The AMG SPEEDSHIFT 7-speed sports transmission and the new, performance-oriented AMG 4MATIC all-wheel drive complement the AMG 5.5-litre V8 biturbo engine to perfection. These two high-tech systems raise the driving dynamics of the E 63 AMG to a new, unprecedented level.

The performance-oriented AMG 4MATIC all-wheel drive is optionally available for the E 63 AMG rated at 410 kW (557 hp). The E 63 AMG S with 430 kW (585 hp) engine comes with all-wheel drive as standard. The technical basis is provided by a transfer case for the additional power take-off to the driven rear axle. This transfer case is integrated compactly into the AMG SPEEDSHIFT MCT 7-speed sports transmission and requires virtually no additional installation space. The torque is transmitted from the power take-off via a propeller shaft to the front axle. Power transmission from the front-axle differential to the front-left drive shaft is effected via an intermediate shaft which passes through an encapsulated shaft duct in the engine oil pan. The compact design results in additional weight of only around 70 kilograms.

In contrast to the series production vehicles, on the E-Class all-wheel drive models the engine torque is distributed to the front and rear axles at a ratio of 33 to 67 percent. This clearly rear-biased power distribution provides for signature AMG high driving dynamics and superlative driving enjoyment. The 3-stage ESP® has been tailored specifically to the permanent all-wheel drive system. In "SPORT Handling" mode, ESP® Curve Dynamic Assist performs selective braking intervention on individual wheels in the interests of high agility, thereby avoiding understeering when turning and cornering. In bends, specific brief braking of the inner rear wheel results in defined cornering of the vehicle.

The 3-stage ESP® system offers three individual control strategies at the push of a button: the ESP® button on the AMG DRIVE UNIT enables the driver to choose between the stages "ON", "SPORT Handling" mode and "OFF" – the display in the AMG instrument cluster indicates the currently active state. In "ESP ON" mode, the system initiates braking intervention on one or more wheels and reduces the engine torque on detecting that the operating conditions are becoming unstable. In "SPORT Handling" mode, the intervention thresholds in response to over- or understeering and the accompanying engine torque intervention allow higher levels of driving dynamics and corresponding drift angles. This provides for considerably enhanced driving enjoyment. Pressing the ESP® button longer activates "ESP OFF". This mode avoids reducing the engine torque in the interests of greater driving dynamics and even more fun at the wheel. "ESP OFF" should only be used by experienced drivers on cordoned-off race tracks. In both "SPORT Handling" mode and "ESP OFF", all the ESP® safety functions are available when braking.

Enhanced driving safety on wet or wintry road surfaces

The AMG 4MATIC all-wheel drive also enhances driving safety and grip on wet or wintry road surfaces. Optimum traction is guaranteed by a multi-disk clutch with a locking effect of 50 Newton metres which exploits the frictional connection potential of all four wheels to the full on snow and ice in particular. This set-up enables high levels of traction by harnessing the dynamic shift in axle load toward the rear that occurs during acceleration to deliver more drive torque to the rear wheels.

However, the multi-disc differential lock is also able to shift the drive torque between the front and rear axles, varying the split between 30:70 and 70:30 as the road conditions dictate. Consequently, intervention by the 3-stage ESP®, 4ETS or ASR electronic control systems can be delayed for as long as possible and the bulk of the drive torque converted into tractive power, even on slippery roads. All control system interventions go virtually unnoticed, yet drivers still know straight away if they are driving near the limit, as a yellow warning symbol will flash in the AMG instrument cluster. This serves as a clear prompt to adapt the driving style to the road conditions.

E 63 AMG S-Model with differential lock on the rear axle

The E 63 AMG S sees Mercedes-AMG going one step further. True to AMG's "Driving Performance" brand claim, a mechanical differential lock is fitted on the rear axle of the most powerful E-Class model. This high-tech package results in a further increase in traction, ultimately leading to even greater driving dynamics and enhanced driving enjoyment, especially on the race track.

Exclusive AMG SPEEDSHIFT MCT 7-speed sports transmission

RACESTART, double-declutching function, seven gears, four transmission modes and stop/start function: the AMG SPEEDSHIFT MCT 7-speed sports transmission in the E 63 AMG combines extreme emotional appeal, maximum driving pleasure and optimum economy. The transmission boasts a thrilling combination of unique options which no other automotive manufacturer is able to offer in this format.

The sports transmission is exclusive to Mercedes-AMG and combines the sporty, direct and agile responsiveness of a manual transmission with the maximum comfort of an automatic transmission. MCT stands for Multi-Clutch Technology and indicates that only clutch elements are employed to perform gearshifts. A compact 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.

ECO start/stop function fitted as standard

The ECO start/stop function fitted as standard is permanently active in fuel-efficient "Controlled Efficiency" ("C") driving mode. Once the driver comes to a halt, e.g. at a red traffic light or in a traffic jam, the engine is automatically switched off. When 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 technology guarantees a comfortable and immediate starting procedure: a crankshaft sensor which recognises the direction of rotation registers the rest 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 system 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 ensures that active audio, telephone or video functions are not interrupted by the start/stop function.

A green "ECO" symbol shows the driver when the 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 more performance-oriented driving modes "S" (Sport), "S+" (Sport plus) and "M" (Manual), the start/stop function is always deactivated.

Fuel-efficient Controlled Efficiency ("C") drive mode

In adapting the MCT sports transmission to the AMG 5.5-litre V8 biturbo engine, the AMG engineers paid special attention to the new driving mode Controlled Efficiency ("C"). The emphasis was on attaining minimum engine speeds in the highest possible gears for all driving situations. When moving off in "C", the transmission always selects second gear and shifts markedly early to the next-highest gears if the driving style permits. At 60 km/h for instance, sixth gear will already be engaged – improving not only 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.

Drive modes "S", "S+" and "M" for even greater driving pleasure and dynamism

In addition to Controlled Efficiency ("C"), three transmission modes are available to meet the demands of drivers looking for a more dynamic ride: in "S" (Sport) mode, the engine and transmission take on a much more agile character. 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 in "S" are around 25 percent faster than in "C". Turning the rotary switch on the AMG DRIVE UNIT a notch further to the right activates "S+" mode. Sport plus shifts the gears another 25 percent faster than in "S". The same applies to the manual shift mode "M". In "S+" and "M" modes, gearshifts at full throttle take just 100 milliseconds.

The engine management system also partially suppresses cylinders in "S", "S+" and "M" modes: precisely interrupting ignition and injection under full load for brief periods leads to even faster gearshifts than before. An appealing side effect of this lightning-fast process is a highly emotional sound in response to every gearshift with wide open throttle.

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", "S+" and "M" driving modes the automatic double-declutching function is active. Every manual or automatic downshift is accompanied by precisely metered double-declutching – with increasing intensity from "S" through "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 7-speed 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 provides the driver with a visual warning of 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 powerful electronic transmission control unit with integrated 200 MHz processor controls spontaneous downshifts – when the driver suddenly needs power for dynamic acceleration, for example.

AMG DRIVE UNIT with RACE START function

The AMG DRIVE UNIT is the central control unit for the AMG SPEEDSHIFT MCT 7-speed sports transmission and all driving dynamics functions. On the left next to the selector lever is the electronic rotary switch to select the four drive modes, including activation of the RACE START function. Underneath are three buttons for additional functions: the first controls the 3-stage ESP®, the second the AMG RIDE CONTROL sports suspension.

The third, bearing AMG lettering, is used to store the personal set-up for transmission programme, suspension mode and 3-stage ESP®. Briefly pressing the AMG button brings up the configuration options, whilst holding down the button allows you to programme the required set-up - this is confirmed by an audible signal. The current settings may be viewed in the AMG instrument cluster by pressing the AMG button at any time.

The Race Start function delivers maximum dynamism: while the vehicle is at a standstill, the driver is able to activate SPORT Handling mode and press the brake pedal with his left foot. Having preselected the Race Start program using the rotary switch, a confirmation message comes up on the AMG central display. The driver then simply needs to confirm the Race Start function by pulling the "Up" shift paddle once, fully depressing the accelerator and taking his foot off the brake. The optimum start-up engine speed is set fully automatically and the E 63 AMG accelerates away with flawless traction – all the way up to top speed, if so required. The driver does not need to shift gear manually; the AMG MCT transmission changes gear in lightning-fast shift times.

~ Official photos and details courtesy of Mercedes-AMG GmbH ~

Copyright © 2013, mercedesgla. All rights reserved.

Read More

The Importance of Choosing the Correct Engine Oil

Don't Copy From This Blog...

Guest Article by Don Elfrink*

Engine oil comes in a bewildering array of weights, brands and types. A quick glance at the shelves in your local auto parts store will show you everything from 5W30 to full synthetic formulations to 20W50 and more. Which is the right oil for your car? It can be tempting to buy oil based on the recommendation of friends or family, or even to use whatever weight you’ve been using for years in your previous cars. However, this is the wrong approach to take. It’s important that you choose the right oil for your vehicle.

The Problem

The problem here is that your engine is designed to work with a specific weight oil. For instance, many newer engines are designed to run 5W20 or 5W30 – this is a lighter weight, thinner oil. Using something heavier than this can cause problems. If you have been mentally conditioned by years of using heavier oil in an older car because of leaks or “just because”, this can be a hard habit to break.

Understanding Oil Weight

Part of the issue in choosing the correct oil is understanding what all those weight ratings really mean. For those who have no real experience in the automotive industry, it can seem like a string of meaningless letters and numbers. It’s not that difficult to understand, though. The key is to realize that today’s oil formulations have a dualistic nature. They’re designed to operate differently in different temperatures. Older oil formulations are denoted by “SAE” and are often referred to as “straight weight”. That means they operate like a single weight oil, regardless of what the temperature is.

Today’s oils are made to work differently in winter and summer driving. That’s what the W stands for in the oil weight – winter. So, an oil with a weight of 10W30 would operate like 10-weight oil during the winter and 30-weight oil during the summer. That’s important to understand, because you need thinner oil during cold periods and thicker oil during the heat of summer. In the past, you actually had to change oil weights seasonally. That’s no longer the case.

How to Tell Your Type

When it comes to choosing the type of oil you use in your car, your choice shouldn’t be random. The best option is to use what the manufacturer recommends. Most modern vehicles have this shown on the oil filler cap. If it’s not there, you might check the owner’s manual. Failing that, you can contact a dealer that specializes in your brand and find out what they recommend for your make and model. If you have an older car, or the oil filler cap has been replaced, you should contact a dealer and find out what the automaker recommends for your engine.

The Problems of Using the Wrong Oil

Keeping your engine oil clean and changed regularly is important, but it’s just as important that you have the right oil in the engine. Many different problems can develop from using the incorrect oil for the application. For instance, if your car is rated for a 5W20 blend and you choose to use 10W30, you’re putting much thicker oil in the engine than it was designed to use. The first thing that will happen is you’ll see more sluggish engine performance. You’ll also noticed decreased fuel economy. If there’s a significant disparity between what you’re using and what the engine was designed to use, you might even find that the oil doesn’t lubricate quite as well.

Always use the oil that your engine was designed for. If you’re going with a thicker oil because of leaks, it’s better to repair them and replace leaking gaskets than run oil that is too heavy for your car.

* About the author: Don Elfrink is the owner of AutoMatStore. AutoMatStore specializes in selling custom floor mats for all weather and all vehicles. He has previously written guest articles for our website, which you can find at:

1. Keep Your Car Looking Great by Detailing It

2. 7 Useful Tips to Prepare Your Car for Cooler Weather

Copyright © 2013, mercedesgla. All rights reserved.

Read More

Top-of-the-range engine with performance for the toughest requirements: The new heavy-duty Mercedes-Benz OM 473 in-line six-cylinder engine

Don't Copy From This Blog...

If an engine could be described as "heavier than heavy duty", the new OM 473 in-line six-cylinder engine from Mercedes-Benz would fit the bill perfectly. The technology of the new range-topping engine for heavy-duty trucks bearing the three-pointed star is based on the same platform as the ultra-modern Mercedes-Benz OM 471. But with an engine capacity of 15.6 l, an output of up to 460 kW (625 hp) and up to 3000 Nm of torque, the OM 473 stands apart from the rest, in a category of its own, characterised by peak performance under harsh conditions and meeting the toughest requirements in terms of transport speed, pulling power and robustness.

Top-of-the-range model of the BlueEfficiency Power engines

As the top-of-the-range engine, the OM 473 crowns the new BlueEfficiency Power engine generation from Mercedes-Benz. These medium-duty and heavy-duty engines now range from the compact OM 934 four-cylinder engine with 5.1 l displacement for short-radius distribution vehicles to the new OM 473 for heavy trucks, providing a complete product line comprising five vertical engines and one horizontal engine with 21 power ratings altogether, ranging from 115 kW (156 hp) to 460 kW (625 hp). All engines already meet the Euro VI emissions standard. Only Mercedes-Benz offers such a wide range of ultra-modern diesel engines with such a range of power ratings.

Maximum performance level for demanding applications

High transport speeds even in demanding topography, large loads in European road traffic through to heavy haulage, top off-road performance and maximum durability – the new OM 473 is extremely effective. This becomes clear with the first glance at its performance figures: the output ranges from 380 kW (517 hp) and 460 kW (625 hp) and is already available in the main operating range. And at 1600 rpm, the rated engine speed is unusually low. In the range of 1500 to 1700 rpm, and even beyond, depending on the variant, these engines have a nearly constant maximum output.

Tremendous torque at just above idle

Just as impressive is the maximum torque of the OM 473. Depending on the version, the figure is between 2600 Nm and 3000 Nm. Just above idle speed, approximately 2500 Nm is available at a mere 800 rpm in all versions. That is a higher torque than the maximum torque achieved by most engines in heavy trucks.

Nominally, the highest torque is available at 1100 rpm. In reality, nearly the entire pulling power is available over a wide range from roughly 900 to 1400 rpm. Immediately thereafter, the engines reach their peak performance.

This characteristic produces excellent driveability over an extremely wide engine speed range. Moreover, all versions of the engine prove impressive with a response to accelerator pedal movements which is as eager as it is powerful.

Systematically designed for low fuel consumption

At the same time, the new Mercedes-Benz OM 473 provides surprising economic efficiency. The most powerful engine in the new engine generation was systematically developed for low fuel consumption. For instance, depending on the version, the engine achieves between 0.5 % and 1.5 % lower consumption than the previous engine, the V8-cylinder Mercedes-Benz OM 502. Likewise, maximum environmental compatibility is ensured: all versions of the OM 473 meet the future Euro VI emissions standard.

Like all engines in the BlueEfficiency Power generation, the new OM 473 is produced at the Mannheim engine plant. Series production will begin in September of this year. The new OM 473 will be used in both the new Mercedes-Benz Actros and the new heavy-duty Mercedes-Benz Arocs construction trucks.

Power ratings from 380 kW (517 hp) to 460 kW (625 hp)

The new OM 473 is available with three power ratings:

Power / Maximum torque

380 kW (517 hp) at 1600 rpm / 2600 Nm at 1100 rpm
425 kW (578 hp) at 1600 rpm / 2800 Nm at 1100 rpm
460 kW (625 hp) at 1600 rpm / 3000 Nm at 1100 rpm

Thus the OM 473 provides a seamless continuation of the previous top-of-the-range version of the new engine generation, the OM 471 with its maximum output of 375 kW (510 hp), 2500 Nm torque and an engine capacity of 12.8 l.

Technical highlights: turbocompound technology

Amongst the special features of the new Mercedes-Benz OM 473 is a technical highlight, known as turbocompound technology. It is one of the main reasons for the engine's high performance and economic efficiency.

The term turbocompound refers to a second turbine located downstream of the exhaust gas turbocharger. It makes use of the exhaust gas temperature which is maintained after the gas has flowed through the exhaust gas turbocharger, thereby further boosting efficiency. The power is transferred via a shaft and a hydrodynamic clutch to the engine's gear drive and thus directly to the crankshaft.

Instant response, consumption advantage at high load

The driver can feel the turbocompound technology directly by the even more eager response of the engine, even in the low rev range. At the same time, a consumption advantage of approximately 2% is achieved at high load. These demanding conditions are typical for the range of application of the OM 473.

In support of maximum efficiency, a turbocharger with a full-flow radial turbine adapted to the high exhaust gas mass flow is located upstream of the turbocompound axial turbine. It is controlled by a wastegate valve.

Thoroughly rugged, long-lasting construction

Extraordinary ruggedness and longevity are amongst the requirements in the class of heavy-duty, high-powered trucks. The crankcase, made of grey cast iron with an alloy developed and patented at the Mannheim plant, has both horizontal and vertical ribbing and is therefore extremely stiff. The distance between cylinders is small to maintain a compact design.

The single-piece pistons are made of steel to ensure maximum durability. Thanks to minimal distortion of the pistons and the stiff crankcase, oil consumption and blow-by losses are minimal – this lowers costs and improves environmental compatibility.

Efficient cooling with divided air flow

Wet cylinder liners ensure optimal engine cooling. The main air flow flows around the top third of the cylinder, while a smaller air flow is directed at the lower section of the cylinder liner, which is subjected to lower temperatures. Generally speaking, the coolant paths are short, resulting in extremely efficient cooling.

Highly stable cylinder head, distortion-free design

The single-piece cylinder head of the new engine is made of compacted graphite cast iron. It is highly stable and designed to withstand high ignition pressures of over 200 bar.

The material of the cylinder head and crankcase has the same expansion coefficient. This means there is absolutely no distortion between the components. The cooling ducts in the cylinder head are arranged in two levels. A precisely adjusted longitudinal flow complements the primary transverse flow.

Two overhead composite camshafts

The compact, stiff gear drive is situated on the output end of the engine. It is quiet, smooth and highly efficient in its operation. It drives the two overhead cams, amongst other things. These camshafts are composite and based on a hollow shaft – a first for engines of this size category.

Using low-friction plain bearing rocker arms in the crossflow cylinder head, the camshafts each control two inlet and exhaust valves per cylinder; these are arranged vertically in the head.

Variable X-PULSE fuel injection system

As in the other new-generation heavy-duty engines with the three-pointed star, the flexible common rail system with X-PULSE pressure boost is responsible for fuel injection in the OM 473. The maximum pressure of approximately 900 bar in the common rail is increased to up to 2100 bar in the individual injectors.

The X-PULSE system used exclusively by Mercedes-Benz continually adjusts the injection specifically for each cylinder based on the engine's current operating conditions. Alongside the injection timing and amount, the injection quantity and the injection pressure, modulation of the individual injection characteristic (called rate shaping) is also possible. At the same time, the injection is extremely stable.

Combustion chamber and fuel injectors adapted to the engine

The combustion chamber in the piston crown of the OM 473 is shaped like a graduated bowl. Both the shape of the bowl and the geometry of the six-hole injectors are adapted to the special characteristics of the turbocompound system.

The result of this highly variable injection system with efficient combustion is a quiet, smooth-running engine, low fuel consumption and minimal exhaust emissions.

Extremely powerful decompression engine brake

The already familiar, extremely powerful pressurized decompression engine brake is also used in the new OM 473. The driver activates the brake in three stages via the right steering-column lever, and it provides an extremely fast response.

Owing to the significantly larger engine size of 15.6 l, the engine brake for the OM 473 clearly outperforms its high-output counterpart in the OM 471, developing up to 460 kW (625 hp).

Efficient exhaust gas treatment for the Euro VI emissions standard

In the new OM 473, as in the previously introduced OM 470 and OM 471 heavy-duty engines, cooled exhaust gas recirculation is used to achieve low untreated exhaust emissions.

Like all engines in the new-generation BlueEfficiency Power units, the OM 473 also has a highly efficient exhaust gas treatment system based on the Mercedes-Benz BlueTec technology with SCR technology. A synthetic urea called AdBlue is added to the exhaust gas. In the SCR catalytic converter located downstream, harmful nitrogen oxides are converted to nitrogen and water, harmless components of the air. The consumption of AdBlue is very low, at 2-3 % of fuel consumption. This can be attributed to the engine's low emissions. And there is also a particle filter.

All components are specifically adapted to the OM 473. All three performance versions of the new engine meet the Euro VI emissions standard.

Weight commensurate with performance

The rugged new Mercedes-Benz OM 473 is relatively compact, at 1425 mm long (without fans), 1128 mm wide and 1212 mm high. The weight according to DIN 70020-GZ is 1284 kg, an appropriate weight for a heavy-duty engine of this size which already meets the Euro VI emissions standard for the highest of demands.

Systematically trimmed for economic efficiency

Customers will choose the OM 473 primarily due to its performance; even so, its developers paid close attention to maximum economic efficiency. Alongside the comparatively favourable fuel and AdBlue consumption, this includes factors such as long maintenance intervals for the engine of up to 150,000 km in long-distance haulage. The particle filter only needs to be cleaned for the first time at 450,000 km and thereafter only every 300,000 km.

The easily accessible filter module with oil and fuel filters, and the water separator for the fuel system on the cold side of the engine simplifies service – a further cost-reduction factor.

Longevity proven in practice

Extreme longevity is one of the essential points of economic efficiency for the new OM 473. It achieves a B10 value of 1.2 million kilometres. In other words, at least 90 percent of the engines achieve this value without a thorough overhaul. The engines have furnished proof of this not just during testing, but rather in practical applications on another continent.

Millions of kilometres in daily operation

The new Mercedes-Benz OM 473 is specifically designed for European requirements. But the engine benefits from extensive testing in North America, where for the past five years over 100,000 units of the same engine block have already been in use as Detroit Diesel DD 16 and 15 with two different engine capacities (15.6 l and 14.8 l).

This means a kilometre reading to date of many billions of kilometres in total. During this time, a number of engines have covered over a million miles (1.6 million km) of daily haulage in tough real-world conditions. The turbocompound technology amongst others has proven highly successful.

In Europe, only the larger 15.6 l variant is used. It differs from the American powerplants by more than 200 parts. The different manufacturing plants – the units for Detroit Diesel are produced in North America – make the distinctions clear.

Tough, intense testing in overload mode

The European version of the engine was subjected to tough, intense testing on par with any new engine from Mercedes-Benz. Alongside extreme driving cycles in the Spanish Sierra Nevada and cold tests in Scandinavia, this includes endurance runs in South Africa. There, it was tested amongst other things in the overload range with 60 tonnes of gross combination weight in semitrailer/tractor combinations with two semitrailers, in extremely rugged topography. By the start of production, the OM 473 will have covered around 18.5 million test kilometres in total – an impressive number.

In a subsequent step, the extremely durable engine will also be used in heavy-duty tractor units from Mercedes-Benz. It also serves as the basis for an industrial engine in the off-highway segment under the name MTU 1500.

Credits: Daimler AG

Copyright © 2013, mercedesgla. All rights reserved.

Read More

Early look: First glimpse of Mercedes-Benz's new Formula 1 V6 engine for the 2014 season

Don't Copy From This Blog...

The first photos emphasizing Merc's all new 6-cylinder unit for Formula 1 cars hit the internet a few days ago. Developed by the experts from Mercedes-AMG High Performance Powertrains (HPP) headquartered at Brixworth, UK, the unit will be used starting with the 2014 season, when the new F1 regulations come into force.

The engine has a total displacement of 1.6 litres, runs on refined petrol and boasts an all new hybrid module called ERS (Energy Recovery System) that replaces the outgoing KERS (Kinetic Energy Recovery System) and offers an outrageous boost of 161 hp for a maximum amount of time of 33.3 seconds, compared to the current 80 hp extra power which last only 6.7 seconds according to measurements.

The V6 also boasts turbo-charging instead of natural aspiration, in an effort to reduce fuel consumption and improve efficiency level, but also makes it even noisier as engineers who have tested it in the laboratory claim. The maximum output delivered by the 1.6-litre F1 powerplant reaches 750 hp, with a peak revving of 125,000 rpm.

Together with the gearbox, the kerb weight of the engine indicates no less than 145 kilograms, which is far ahead the current 85 kilograms of the V8 unit used in Formula 1. Overall, the new cars for the 2014 season will be just 15 kilograms heavier than the current ones. The 1.6-litre V6 Mercedes-Benz engine shall be used by three teams: MERCEDES AMG PETRONAS, Vodafone McLaren Mercedes and Force India Mercedes.

Further technical details and pictures over the 2014 F1 powerplant could be released in the next period, so stay tuned to www.mercedesgla.blogspot.com to find out the latest!

Image Credits: Mercedes-Benz Passion Blog

Copyright © 2013, mercedesgla. All rights reserved.

Read More

The new Mercedes-Benz A-Class: Engine test benches - Trial by ordeal

Don't Copy From This Blog...

Before the new engines were allowed onto the roads for practical endurance trials, they had already absolved a series of tortures 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, on 365 days of the year. Overall, all of the petrol and diesel engines for the A-Class were subjected to some 256,290 hours on the test benches - that corresponds to 57.3 test bench years (based on 4500 operating hours per year). Tests for both transmissions (six-speed and 7G-DCT), meanwhile, clocked up some 14,979,237 kilometres.

The test-benches can be used to simulate a wide variety of road and load cycle situations to reflect every conceivable operating profiles, e.g. hot and cold-starting, stop-and-go traffic and long-distance operation under a wide variety of conditions. Even steep mountain gradients can be simulated in the laboratory: a pivoting test rig is e.g. used to tilt the engine by up to 40 degrees to examine the effects on the oil circuit.

At various development stages the engines are subjected to accelerated stress tests. "This simulates stresses that no customer can achieve," says Thomas Uhr, who is responsible for the workshops at the Mercedes-Benz development centre and for powertrain testing. The test-bench programmes have a duration of 500 to 2400 hours, with large proportions under full load and partial load. Thermal characteristics and component durability are tested under full load conditions, however particularly low loads can also be a real torture for an engine in the form of e.g. engine oil sludging. Other tests include heavy stresses such as cooling the coolant from 110°C to approx. 25°C within a max. of 60 seconds, and running the engine up to its rated speed under full load when the coolant is cold. Thomas Uhr: "We test our engines more intensively than any other manufacturer."

The new OM 607 diesel engine absolved more than 25,000 hours on the test-benches, for example, before it received approval for use in the A-Class. A total of more than 2700 test engines making up the various engine models series were built for testing, along with 2200 transmissions.

The energy generated by the test engines is recovered as fully as possible. The engine testing facility in Untertürkheim is certified as a combined heating and power plant: only active equipment is used to monitor and measure engine power. This power is not used to propel a vehicle as in normal use, but rather converted into electrical energy and fed into the plant's power network.

In addition to long-term durability, fuel consumption, emissions and driveability in conjunction with the transmission are the major development goals. This requires enormously painstaking dynamometer tests followed by practical trials on the roads. These include test drives at -30°C in northern Sweden, or at over 40°C and an altitude of 2500 metres in Spain. On top of this are diverse test benches trials involving the climate tunnel and altitude chamber, where altitudes of up to 4000 metres can be simulated. As part of a separate programme there is also the endurance test, something of a service life compression test, at which a customer mileage load of 250,000 km is simulated on the high-speed oval.

Credits: Daimler AG

Copyright © 2012, mercedesgla. All rights reserved.

Read More

The new Mercedes-Benz SL 63 AMG: Engine and power transmission - Dynamism, performance and efficiency

Don't Copy From This Blog...

Performance and fuel consumption, power delivery and exhaust emissions, engine sound and characteristic Mercedes reliability – the AMG 5.5-litre V8 biturbo engine in the new SL 63 AMG meets the widest variety of requirements in all areas. This is made possible thanks to a combination of innovative high-tech systems such as direct petrol injection, twin turbochargers with air/water intercooling and the ECO start/stop function.

The eight-cylinder engine develops maximum power of 395 kW (537 hp) and maximum torque of 800 Nm. For the first time the Performance package is also available for the SL 63 AMG, which increases the values to 415 kW (564 hp) and 900 Nm. As a result the new AMG Roadster offers more power than any of its competitors in this segment. The variant with the AMG Performance package also boasts increased charge pressure which has been pushed from 1.0 to 1.3 bar, and a high-quality real carbon-fibre engine cover, among other features.

A glimpse at the performance underlines the exceptional drive dynamics: the SL 63 AMG accelerates from zero to 100 km/h in 4.3 seconds - with the AMG Performance package this figure drops to 4.2 seconds - while the top speed is 250 and 300 km/h (electronically limited) respectively. A determining factor for the power delivery is the broad torque curve: a constant 800 Nm of torque are available between 2000 and 4500 rpm. With the AMG Performance package, as much as 900 Nm can be called upon between 2250 and 3750 rpm. The impressive characteristics of the eight-cylinder biturbo engine make it suitable for all driving styles: whether completing high-speed laps on a closed-off racing circuit, driving extended stretches on the motorway or enjoying cruising along picturesque country roads with the vario-roof open – the AMG 5.5-litre V8 biturbo engine is the very model of effortless superiority and emotional appeal. The characteristic AMG eight-cylinder sound emanating from the two chromed twin tailpipes of the weight-optimised AMG sports exhaust system also has enormous potential to excite.

Enhanced performance and torque, reduced consumption

While output and torque have been increased compared with the previous AMG 6.3-litre V8 naturally aspirated engine (386 kW and 630 Nm), fuel consumption has been significantly reduced: the SL 63 AMG consumes 9.9 litres per 100 km (NEDC combined, 231 g CO2/km) and as such ranks at the top of its segment. The reduction of 4.2 litres compared with the predecessor equates to a decrease of 30 percent. Both power variants have identical consumption figures.

The key data at a glance:

A paragon of efficiency: the AMG 5.5-litre V8 biturbo engine

The key to this performance is the AMG 5.5-litre V8 biturbo engine, designated as the M 157, which premiered in 2010 in the S 63 AMG and CL 63 AMG. It has also been the dynamic driving force behind the E 63 AMG and CLS 63 AMG. The M 157 is a paragon of efficiency and boasts a wealth of technological highlights. On account of higher thermodynamic efficiency, the combination of twin turbochargers, direct petrol injection and spray-guided combustion allows better fuel economy and results in lower exhaust emissions. An electric low-pressure pump sends the fuel from the tank to a high-pressure pump in the engine compartment at a pressure of 6 bar. The pressure of the fuel in the high-pressure rail is fully variable on demand between 100 and 200 bar, ensuring agile response in any driving situation.

Further highlights of the innovative and unique eight-cylinder powerplant from Affalterbach include an all-aluminium crankcase, four valves per cylinder with camshaft adjustment, air/water intercooling, alternator management and the standard-fit ECO start/stop function. Whereas the previous AMG 6.3-litre V8 naturally aspirated engine had a displacement of 6208 cc, the new AMG 5.5-litre V8 biturbo engine needs just 5461 cc.

Two exhaust gas 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 per hour into the combustion chambers. The maximum charge pressure is 1.0 bar, or 1.3 bar if the AMG Performance package is included. Thanks to their special, compact design – the turbine housings are welded to the exhaust manifold – there are significant space advantages, and the catalytic converters also heat up more rapidly.

The AMG V8 dispenses with the usual blow-off valve. This neat solution has 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 AMG experts have enabled the wastegate valve, which reduces the pressure in the exhaust system during negative load changes, to be 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 in the SL 65 AMG, the eight-cylinder direct-injection unit uses particularly efficient air/water intercooling. The low-temperature cooler with its water circulation is accommodated within the V of the cylinder banks to save space. It effectively cools down the intake air compressed by the turbochargers before it enters the combustion chambers, and maintains a constantly lower intake temperature under full load. The large radiator at the car's front end ensures defined cooling of the water circulating in the low-temperature circuit. Extremely short charge-air ducting makes for optimum 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 very low pressure loss.

All-aluminium crankcase with Silitec cylinder liners

The crankcase for the AMG 5.5-litre V8 biturbo engine is made of diecast aluminium. The low (dry) engine weight of 204 kilograms is the result of uncompromising lightweight construction methods and gives the vehicle balanced weight distribution. The bearing cover for the main crankshaft bearings, made of grey cast iron, is bolted to the crankcase for high rigidity. Cast-in Silitec cylinder liners ensure that the eight pistons operate with low friction.

Drilled ventilation 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 the 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 resistance and therefore a reduction in output. The ventilation holes prevent this by ensuring effective pressure compensation between the cavities.

The forged crankshaft made of high-grade 38MnS6BY steel alloy (a combination of the chemical elements manganese, sulphur, boron and yttrium) 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 two per cylinder. The exhaust valves, which are subject to high thermal loads, are hollow in order to reduce weight and also sodium-cooled. Four overhead camshafts operate the 32 valves via low-maintenance, low-friction cam followers. The continuously 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 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.

Innovative 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 2 and 4 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 clever solution: after a cold start, initially the engine oil is fed through the oil/water heat exchanger. 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. If the cooling performance of the very compact cooler is insufficient, the flow is additionally directed through the external engine oil/air cooler by an oil thermostat. A selectable water thermostat ensures rapid warming of the coolant when starting the engine and driving off.

The engine coolant is cooled using the efficient crossflow principle. There is a transverse flow of coolant through both the crankcase and the cylinder heads. Additional cooling slots in the cylinder head allow 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. Large openings in the AMG front apron help to ensure effective airflow over the water, engine oil, charge air and transmission oil coolers.

Alternator management and optimised belt drive

A significant contribution to the low fuel consumption comes courtesy of the optimised belt drive, the on-demand control of all ancillary units and pumps, and the alternator management: whenever the V8 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 electrical-system and alternator management enables the alternator 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 litres per 100 km in city traffic with its frequent overrun and braking phases.

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 other onboard control units, such as those of the AMG SPEEDSHIFT MCT 7-speed sports transmission. 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 on each cylinder. This ensures a strong ignition spark at all engine speeds and under all load conditions. The highly precise fuel distribution of the piezo-electric injectors is handled by eight high-voltage output stages.

New catalytic converter housings for low exhaust emissions

Low exhaust emissions, compliance with country-specific standards, a characteristic AMG engine sound and a weight-optimised design – the requirements for the exhaust system of the AMG 5.5-litre V8 biturbo engine were manifold and complex. The SL 63 AMG complies with the EU5 emission standards, and also meets the requirements of the US market (LEV-II standard, On-Board Diagnosis II and lambda sensor diagnosis).

The turbochargers are welded to the exhaust manifolds, while air gap-insulated manifolds with an inner shell measuring only 1.2 millimetres in thickness allow 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 emission 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.

AMG sports exhaust system for a characteristic sound signature

The twin-pipe AMG sports exhaust system has a pipe cross-section of 70 millimetres from the manifolds to the rear silencers. Thanks to a particularly intelligent lightweight design, it has been possible to save 12.3 kg of weight compared with the previous model. The AMG experts achieved this with a whole series of measures:
- reduction of the wall thickness of all of the exhaust pipes
- joint housing for underfloor and firewall catalytic converters
- redesigned switchover valve
- centre muffler featuring pipe design for reduced volume
- new tailpipe trim integrated into the bumper
- optimised suspension elements

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 starting the engine, accelerating and double-declutching, but unobtrusiveness at constant speeds. Unpleasant frequencies or droning noises were eliminated during a series of tests. The sports exhaust system emits a sonorous eight-cylinder sound that is typical of AMG from the new chromed twin tailpipes integrated into the bumper.

Engine production – a tradition of hand-built excellence

Like all other AMG engines, the eight-cylinder biturbo is assembled by hand in the modern AMG engine shop. Highly-qualified technicians assemble the M 157 according to the "one man, one engine" philosophy, maintaining the very strictest quality standards. This painstaking care is attested to by the responsible engineer's signature on the characteristic AMG engine plate.

Power transmission: maximum driving pleasure, reduced consumption

RACE START, double-declutching function, seven gears, four transmission modes and ECO start/stop function: the power transmission of the SL 63 AMG combines extreme emotional appeal, maximum driving pleasure and optimum economy. The AMG SPEEDSHIFT MCT 7-speed sports transmission excites with a combination of unique options.

The AMG SPEEDSHIFT MCT 7-speed sports transmission is exclusive to Mercedes-AMG and combines the sporty, direct and agile responsiveness of a manual transmission with the high levels of comfort of an automatic transmission. MCT stands for Multi-Clutch Technology and indicates that only clutch elements are employed to perform gearshifts. A compact 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 two-stage torsion damper, with resulting benefits in perceived passenger comfort.

ECO start/stop function fitted as standard

The ECO start/stop function fitted as standard is permanently active in the consumption-optimised "Controlled Efficiency" ("C") driving mode. Once the driver comes to a halt e.g. at a red traffic light or in a traffic jam, the 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 technology 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 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 ECO start/stop function.

A green "ECO" symbol shows the driver when the ECO 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 more performance-oriented driving modes "S" (Sport), "S+" (Sport plus) and "M" (Manual), the ECO start/stop function is always deactivated.

Consumption-optimised Controlled Efficiency ("C") drive mode

When adapting the MCT sports transmission to the AMG 5.5-litre V8 biturbo engine, the AMG engineers paid special attention to the new driving mode Controlled Efficiency ("C"). The emphasis was on delivering minimum engine speed in the highest possible gears in all driving situations. When moving off in "C", the 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. The use of a new low-friction oil as well as the implementation of further detailed measures in the AMG SPEEDSHIFT MCT 7-speed sports transmission enhance the efficiency and ensure an additional reduction in consumption.

Drive modes "S", "S+" and "M" for even more driving pleasure and dynamism

In addition to Controlled Efficiency ("C"), three transmission modes are available to meet the demands of drivers looking for a more dynamic ride: in "S" (Sport) mode, the engine and transmission take on a much more agile character. 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 in "S" are around 25 percent faster than in "C". Turning the rotary switch in the AMG DRIVE UNIT a notch further to the right activates "S+" mode. "Sport plus" shifts the gears another 25 percent faster than in "S". The same applies to the manual shift mode "M". In "S+" and "M" modes, gearshifts at full throttle take just 100 milliseconds.

The engine management system partially suppresses cylinders in "S", "S+" and "M" modes: precisely interrupting ignition and injection under full load for brief periods 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", "S+" and "M" driving modes the automatic double-declutching function is active. Every manual or automatic downshift is accompanied by precisely metered double-declutching – with increasing intensity from "S" through "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 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 visually 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 powerful electronic transmission control unit with integrated 80 MHz processor controls spontaneous downshifts – say when the driver suddenly needs power for dynamic acceleration.

AMG DRIVE UNIT with RACE START function

The AMG DRIVE UNIT is the central control unit for the AMG SPEEDSHIFT MCT 7-speed sports transmission and all driving dynamics functions. The electronic rotary switch to select the four drive modes, including activation of the Race Start function, is located behind the E-SELECT selector lever. Next to this are three buttons for additional functions: the first controls the 3-stage ESP®, the second the AMG sports suspension. The third adorned with AMG lettering is used to store the personal set-up. Briefly pressing the AMG button brings up the configuration options, whilst holding down the button allows you to program the required set-ups - this is confirmed by an acoustic signal. The current settings may be viewed in the instrument cluster by pressing the button at any time.

The Race Start function delivers maximum dynamism: while the vehicle is at a standstill, the driver can activate the ESP® sports function and press the brake pedal with their left foot. Having preselected the Race Start program using the rotary switch, a confirmation message comes up on the AMG central display. The driver then simply needs to confirm the Race Start function by pulling the "Up" shift paddle once, fully depressing the accelerator and taking their foot off the brake. The optimum start-up engine speed is set fully automatically and the SL 63 AMG accelerates away with flawless traction – all the way up to top speed, if so required. It is not necessary to shift up through the gears manually; the AMG transmission changes gear with lightning-fast shift times.

* Official photos and details courtesy of Mercedes-AMG GmbH *

Copyright © 2012, mercedesgla. All rights reserved.

Read More