Press Release The new generation of engines from Mercedes-Benz

[Amat46]

Based on the Jesmb post shared by Wolfgang, C is not getting the straight 6

 

[Centurion]

Maybe it's a little long to fit inside the C's engine bay.

Doesn't the press release say that the new I6 is the lenght of an I4 thanks to the absence of engine driven accessories at the front?

 

[Laurent T]

Honestly, I hope that the validation is bullet proof for the new L6 engine because it incorporates a lot of new components and technologies. I wouldn't buy such a breakthrough engine on its first year, even if it comes from mercedes.

 

[Merc1]

The new C might not get the I6 at first, but I'd bet after the rollout in the S and E, the C will get it. Doesn't make sense for it not to at some point.

M

 

[DjordjeC63]

jesmb posted a roll-out plan, starting with the facelifted S in August 2017.

http://www.jesmb.de

August 2017. is the month when car will be available at showrooms or "internet premiere"?

Btw if I understood it, each of these engines have that ISG? And this 350d has all torque available from low revs (similar to Audis 4.0 TDI)?

 

[martinbo]

First of all at a fundamental level and given what a C-Class is, there should be no insurmountable reason why the closest thing to a 3 Series can't accommodate an inline 6. Sure the engine mounts would need to be adapted but, given the RWD architecture, it's not implausible re-jig the front-end and fit an I6 in there.

What does need to be noted is that only the new petrol I6 (M256) benefits from electrification of certain key ancillaries thereby allowing for a shorter package due to the removal of certain belt drives. The new OM656 does not feature the same electrical components affording the reduction of packaged length.

That being said, I would be very surprised come W205 facelift time if the C-Class didn't get both new I6 engines.

 

[martinbo]

Btw if I understood it, each of these engines have that ISG? And this 350d has all torque available from low revs (similar to Audis 4.0 TDI)?

There is nothing in the press release to indicate that the new OM656 diesel I6 has ISG (integrated starter-alternator) or EZV (electrically driven compressor) thereby equating it to Audi's new V8 TDI.

All this fancy electric tech is solely the preserve of the petrol I6 M256.

 

[DJRaze99]

We are very glad that the CLS will see its next-generation love the car ...

 

[Wolfgang]

August 2017. is the month when car will be available at showrooms or "internet premiere"?

Btw if I understood it, each of these engines have that ISG? And this 350d has all torque available from low revs (similar to Audis 4.0 TDI)?

Should arrive in the showrooms then, after becoming available to order in May writes MB Passion.

OM 656 inline six diesel:

Two turbos.

http:///2016/10/mercedes-benz-bring...nmotoren-bei-benzin-und-diesel-auf-den-markt/

 

[Rolf]

One thing for sure is these new engines are very compact, look how the exhaust outlets and turbos are so close to the head and block on the OM656.

 

[anti-VAG]

jesmb posted a roll-out plan, starting with the facelifted S in August 2017.

http://www.jesmb.de

Nice but this means one brand from FCA should have 48V tech (presumably electrical turbocharger) at sale in NAFTA market before Mercedes. Obviously their marketing sucks.

 

[BMW3GT]

Nice but this means one brand from FCA should have 48V tech (presumably electrical turbocharger) at sale in NAFTA market before Mercedes. Obviously their marketing sucks.

I haven't found any serious news about electric turbos on FCA engines so far. The new S400 could be released in the US by the end of 2017, so I have no clue which FCA car could end up stealing the show. 48V tech is very costly, because you have to change a lot. FCA isn't really know for pricy cars (save for Maserati and Ferrari).

 

[anti-VAG]

I haven't found any serious news about electric turbos on FCA engines so far. The new S400 could be released in the US by the end of 2017, so I have no clue which FCA car could end up stealing the show. 48V tech is very costly, because you have to change a lot. FCA isn't really know for pricy cars (save for Maserati and Ferrari).

US Giulia Veloce. 2.0 engine 350 HP. And yes, it can be found on Fiat ePER.

 

[dtd]

US Giulia Veloce. 2.0 engine 350 HP. And yes, it can be found on Fiat ePER.

I thought the Giulia Veloce is for Europe only.
dtd

 

[anti-VAG]

I thought the Giulia Veloce is for Europe only.
dtd

US Veloce will have different engine than one in EU. It should be available Q1 or Q2 next year.
12 V installations and battery and additional 48 V battery. Similar solution is in Audi with TDI.

For me here is a race for first production car with electric turbo.

 

[dtd]

US Veloce will have different engine than one in EU. It should be available Q1 or Q2 next year.
12 V installations and battery and additional 48 V battery. Similar solution is in Audi with TDI.

For me here is a race for first production car with electric turbo.

I would love to get an electric turbo car, but it would be damn expensive. Right now, i'm waiting for the base Giulia to come to the U.S. If the car is affordable , i would consider, other than that I would get the MB C class.
dtd

 

[MercFan]

One thing for sure is these new engines are very compact, look how the exhaust outlets and turbos are so close to the head and block on the OM656.

Are you kidding??? I6 is almost 2 times longer than V6. I6 is even longer than V8! I6 is just simpler and cheaper in production.

I just hope AUDI has more money than Mercedes not to return to stone age of engine building era.

 

[JLBM]

There is nothing in the press release to indicate that the new OM656 diesel I6 has ISG (integrated starter-alternator) or EZV (electrically driven compressor) thereby equating it to Audi's new V8 TDI.

All this fancy electric tech is solely the preserve of the petrol I6 M256.

Do you think the I6 diesel has been designed to accommodate the additional tech later, for say, a 450d or 500d version?

 

[martinbo]

Do you think the I6 diesel has been designed to accommodate the additional tech later, for say, a 450d or 500d version?

I see no reason why not - it's just fancy plumbing that enables the application of all this new tech. Just look at how many turbos BMW have just hung off their six. Four!? Wild.

~~~

As for Merc's return to straight sixes, I'm all for it and have always been a fan of the mechanical superiority of an inline 6 - especially when the underlying platform is RWD-based. The only benefit of a V6 - that being packaging - is negated in favour of a smoother, lighter and more efficient engine. Well done Mercedes Benz.

 

[Wolfgang]

The new WLTP test cycle: Closer to real-world consumption
In 2017, a new procedure for consumption/exhaust testing is scheduled to be introduced in the automotive industry. The goal of the new WLTP cycle (Worldwide Harmonized Light Vehicle Test Procedure) is to harmonise testing procedures around the world. It is intended to deliver more realistic test results than the previous NEDC procedure (New European Driving Cycle), which was adopted in 1992 and introduced by the European Commission in 1996.

The NEDC took over from the Euromix method with its constant driving at 90 and 120 km/h and for the first time included precisely defined driving cycles to be carried out on standardised and calibrated test rigs. The advantage is that the results of the tests are comparable and reproducible across all manufacturers and test rigs. And it is not just the fuel consumption that is measured, but also the emissions, such as those of nitrogen oxides and particulates. This made it possible for the first time to set legal limits.

Yet the NEDC also has a number of drawbacks. For example, the effect of a car's aerodynamics - a key efficiency factor in real-world inter-city driving - is under-represented at the comparatively low speeds in the NEDC. Also, there is this: the NEDC does not apply in key markets outside Europe. While important regions such as the USA/Canada or Japan have their own cycles, China has additional procedures on top of the NEDC. In the case of a globally active automaker, this results in tremendous expenditure on testing and development as well as in a multiplicity of technical variants of automobiles that are to all intents and purposes identical.

For all these reasons, Mercedes-Benz has from the outset supported the efforts to introduce a more realistic and, if possible, globally valid test cycle.

Limitations of a standardised cycle: between local and global

The WLTP is closer to what happens in real-world traffic and offers a more precise test method than the current NEDC. It defines clear parameters for testing and thus delivers results that are more accurate, consistent and reproducible. Even so: a standardised cycle cannot fully cover the range of real-world consumptions and emissions around the globe. For example, there is too much difference in

• climatic conditions between the tropical regions in Asia and the long winters in Russia. There are also seasonal variations.
• Traffic conditions and traffic density in mega cities, compared with little-used motorways or country roads.
• Road profiles from the mountainous regions of Switzerland to the lowland plains of northern Germany.
• Vehicles - from small compacts in India to full-grown SUVs and pick-ups.
• Driving habits and driver temperaments.
• Use of ancillary consumers such as air conditioning or lighting.

In addition, it is planned in Europe to introduce a measuring procedure for Real Driving Emissions (RDE). This, too, is actively supported by Mercedes-Benz. It uses a portable emissions measurement system (PEMS) for measuring the pollutant emissions during real-world vehicle operation.

CO2 emissions of Mercedes-Benz: almost halved since 1995

European legislation has set challenging targets for the further reduction of consumption and CO2 emissions in road traffic: by 2020, the average emissions of the new-vehicle fleet must fall to 95 g CO2/km (corresponding to 4.0 litres of petrol or 3.5 litres of diesel/100 km) - measured according to NEDC. The method for converting the NEDC targets to future valid WLTP targets is currently being developed under the aegis of the EU Commission. The principle of "comparable stringency" applies, which means that the introduction of the WLTP should not result in any tightening of targets for manufacturers.

Mercedes-Benz is on the right track. In two decades since 1995, the average consumption of the passenger car fleet has fallen by almost half from 9.2 litres/100 km (230 g CO2 /km) to 5.0 litres (125 g CO2/km).

Text: Daimler
Pics: MB Passion