Press Release The new generation of engines from Mercedes-Benz

[JLBM]

I chatted to a BMW SA insider, great guy, and he said the M550i X-Drive won't be released in very hot climates, SA included. Pity - and confusing since they will bring the M5 to SA. Maybe it's better optimised for cooling etc than the M550i?

 

[hovabongZA]

I chatted to a BMW SA insider, great guy, and he said the M550i X-Drive won't be released in very hot climates, SA included. Pity - and confusing since they will bring the M5 to SA. Maybe it's better optimised for cooling etc than the M550i?

I asked BMW SA if they would bring the 760Li XDrive and they said it's coming so why would cooling be an issue for the M550Xi when I assume that a V12 would produce more heat?

Then again according to the other site a M550i RWD is coming maybe that's why we won't get the X drive version.

 

[JLBM]

I asked BMW SA if they would bring the 760Li XDrive and they said it's coming so why would cooling be an issue for the M550Xi when I assume that a V12 would produce more heat?

Then again according to the other site a M550i RWD is coming maybe that's why we won't get the X drive version.

I don't know.. Just sharing the conversation with you all.

 

[Mick Briesgau]

^what has this to do in a Mercedes-Benz engines thread?

 

[Wolfgang]

Daimler corrected this table. The M176's bore and stroke were mixed up.

Source: Daimler

 

[Giannis]

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.

This is the single most ignorant post I have read the last couple of months. If you think everything's about length then you are probably living in a fairy tale. I believe the simplest possible answer to why an I6 is better than a V6 can be found here:

If you don't know what the above is, then you need to study a bit more before you are entitled to call an I6 a "stone age of engine building era".

 

[Monster]

If you don't know what the above is, then you need to study a bit more before you are entitled to call an I6 a "stone age of engine building era".

Is it time to show the engine balancing equations between an inline 6 and V6 engine.

 

[anti-VAG]

This is the single most ignorant post I have read the last couple of months. If you think everything's about length then you are probably living in a fairy tale. I believe the simplest possible answer to why an I6 is better than a V6 can be found here:

If you don't know what the above is, then you need to study a bit more before you are entitled to call an I6 a "stone age of engine building era".

Well... It's not that simple. If we count vehicle dynamics into play than V6 is more appropriate choice. Lower center of gravity, easier to achieve desired weight distribution, front steering...

But this gasoline inline 6 from Mercedes is very short and maybe shorter than some V8 designs from Mercedes. IMO inline 6 is better fit to Mercedes DNA than V6.

 

[Giannis]

Well... It's not that simple. If we count vehicle dynamics into play than V6 is more appropriate choice. Lower center of gravity, easier to achieve desired weight distribution, front steering...

I don't mean to flame the discussion, but history has proven that you can mount an I6 way to behind the front axle, as shown from various Munich products.

Audi seems to exercise the exact opposite, mounting everything in front of the front axle. It's a if they are trying to make a front overhang large enough to accommodate an inline 6.

Jokes aside, any inline engine is mounted at an angle, usually between 30 and 45 degrees in order to lower the centre of gravity.

 

[MercFan]

This is the single most ignorant post I have read the last couple of months. If you think everything's about length then you are probably living in a fairy tale. I believe the simplest possible answer to why an I6 is better than a V6 can be found here:


If you don't know what the above is, then you need to study a bit more before you are entitled to call an I6 a "stone age of engine building era".

I knew that someone will post this BMW fan's delirium. What are you trying to prove? Everybody knows that I6 is a more balanced engine.

Thats why they were used from the start of automobile era. You can't argue with that. Good balanced V6 was a much more complicated construction. So it began to appear in cars only 50+ years later.

But the only reason Mercedes came back to this layout is because it is much cheaper to produce I6. It is all about modules! You just add 2 modules to I4 and you get I6. You don't need to develop a crancshaft from scratch. You can take I4 crancshaft as a basis and make one for I6. And this is true for every detail. It is called unification. And this is all about the money.

Almost every manufacturer moved from I6 to V6. Why? Not because they wanted to make a small engine out of V8. Nissan GTR came from I6 to V6.

 

[MercFan]

Well... It's not that simple. If we count vehicle dynamics into play than V6 is more appropriate choice. Lower center of gravity, easier to achieve desired weight distribution, front steering...

But this gasoline inline 6 from Mercedes is very short and maybe shorter than some V8 designs from Mercedes. IMO inline 6 is better fit to Mercedes DNA than V6.

It can't be shorter. It has the same 0.5 litre cylinder as their new V8 engines.

 

[Wolfgang]

NANOSLIDE®: Mirror-smooth surface for less friction

For three years now, Mercedes-Benz and Mercedes-AMG have used innovative NANOSLIDE® coating in more and more engines. This technology, which is protected by over 40 patents, will also help to save fuel in the new family of premium petrol and diesel engines. NANOSLIDE® is even used to reduce the internal friction in the latest Mercedes Formula One engine.

Nanoslide® is an innovative and economical technology designed to reduce the fuel consumption and CO2 emissions of internal combustion engines. An extremely thin, low-friction coating is applied to the inner surfaces of the cylinders in an aluminium engine block. As up to 25 percent of the energy in fuel is used to overcome in-engine friction, particularly at part load, fuel savings of several percent are attainable.

Twin-wire arc spraying (TWAS) is used to apply an extremely thin coating based on an iron-carbon alloy to the inner surfaces of the cylinders in aluminium engine blocks. This produces a nano to ultra-fine, highly wear-resistant material structure with microporosity. This microporosity ensures effective lubrication in operation. It means that the heavy cast-iron liners measuring several millimetres in thickness can be replaced in aluminium cylinder blocks. The result is a mirror-smooth surface, with friction between piston, piston rings and cylinder wall reduced by up to 50 percent and weight savings of several kilograms.

In 2015, the production process was changed and made even more environment-friendly. Previously, prior to coating, the cylinder contact surfaces had to be activated ("roughened") using a high-pressure water jet (up to 3000 bar). The same effect is now achieved by means of a specially developed machining technique. With even wider application of the technology, this not only saves the company considerable sums of investment, but also reduces environmental pollution, with annual savings of around 10 million litres of water, about 10 tonnes of aluminium-containing slurry and around 900 MWh of electrical energy. Overall, the NANOSLIDE® process reduces the use of cast iron by around 1000 tonnes and of aluminium by around 8000 tonnes per year.

NANOSLIDE® was developed by Mercedes-Benz and Gebr. Heller GmbH, a manufacturer of machine tools and complete production systems, which has industrialised all stages of the process for reliable worldwide application in series production.

Text: Daimler
Pictures: MB Passion

 

[martinbo]

You can take I4 crancshaft as a basis and make one for I6.

No you can't. You can "chop in half" an inline 6 crankshaft to get one for an inline 3, but the crankshaft journals have a different offset for an inline 4. Perhaps it is you who are delirious?

 

[anti-VAG]

I don't mean to flame the discussion, but history has proven that you can mount an I6 way to behind the front axle, as shown from various Munich products.

I6 behind front axle? Behind steering system? I doubt so and because of it you do what you said:

any inline engine is mounted at an angle, usually between 30 and 45 degrees in order to lower the centre of gravity.

So it's not to lower a centar gravity. It's to sit it above steering system. Just look at how one car-maker did iit. Front steering, V6, I4 for both diesel and gasoline which are siting upright and with that you got a lower center of gravity because base of the engine is much lower.
I will not say which car-maker it is but you probably know the answer.
I'm just pointing to different engineering philosophy which obviously is not common in Germany.

 

[anti-VAG]

It can't be shorter. It has the same 0.5 litre cylinder as their new V8 engines.

Look for example at some other Mercedes V engine with 106 mm bore spacing. And than this inline-6 is relatively short.

Secret about shortness of this new inline-6 from Mercedes is in ancillaries design. It's very unorthodox and innovative.

 

[Giannis]

But the only reason Mercedes came back to this layout is because it is much cheaper to produce I6. It is all about modules! You just add 2 modules to I4 and you get I6. You don't need to develop a crancshaft from scratch. You can take I4 crancshaft as a basis and make one for I6. And this is true for every detail. It is called unification. And this is all about the money.

Almost every manufacturer moved from I6 to V6. Why? Not because they wanted to make a small engine out of V8. Nissan GTR came from I6 to V6.

You can't chop an I6 into an I4. That's a fact.

Moving on, V6 engines offer better packaging by sacrificing engine balance. Some manufacturers chose packaging over balancing.

 

[Wolfgang]

Particulate filters for petrol engines: Even cleaner thanks to filter

Mercedes-Benz is the first manufacturer to opt for the large-scale use of particulate filters for petrol engines to further improve their environmental compatibility. After more than two years of positive experience in the field with the S 500, in 2017 further S-Class variants will be equipped with the new M 256 and M 176 petrol engines with this technology. The filter will then be gradually introduced in other new vehicle models, facelifted models and new engine generations, such as the M 264. After that, use of the particulate filter is also planned for the current model series.

Back in 1985, Mercedes-Benz was the world's first automotive manufacturer to make diesel saloons in California optionally available with a particulate filter system. The company is now playing the same pioneering role for the spark-ignition engine, because the particulate filter for petrol engines reduces the emissions of fine soot particles. The filter works in a similar way to the technology in diesel vehicles: the exhaust gas stream is supplied to a particulate filter system, which, in the S-Class, is situated in the underfloor of the vehicle. The filter has a honeycomb structure with alternately sealed inlet and outlet channels. This forces the exhaust gas to flow through a porous filter wall, which traps the soot. The filter can be continuously regenerated under corresponding driving conditions.

Whereas Mercedes-Benz uses ceramic particulate filters of silicon carbide (SiC) in diesel vehicles, the particulate filter technology for petrol engines is based on cordierite, which is especially heat-resistant. Mercedes-Benz employs a particulate filter that is optimised for backpressure, has a high filtration efficiency and is also maintenance-free and self-regulating.

text: Daimler
pictures: MB Passion

 

[MercFan]

No you can't. You can "chop in half" an inline 6 crankshaft to get one for an inline 3, but the crankshaft journals have a different offset for an inline 4. Perhaps it is you who are delirious?

Crankshaft itself is 360 degrees. I4 has rod journals every 360/2=180. With I6 it is 360/3=60. But it doesn't work with V6, if you understand, what I am saying.

That's I4

That's I6

We have the same length beetween the connecting rods of I4 and I6

Now look at V6 crankshaft. It is completely different from inline crankshafts.

That's what I was trying to say.

 

[MercFan]

Look for example at some other Mercedes V engine with 106 mm bore spacing. And than this inline-6 is relatively short.

Secret about shortness of this new inline-6 from Mercedes is in ancillaries design. It's very unorthodox and innovative.

Made this photo today))) You can see how long I6 is and how far it comes out of the front axle. Just imagine a twice shorter V6 there! It would have been a mid-engine car (front mid, like SLS, SLR or AMG GT)

 

[MercFan]

You can't chop an I6 into an I4. That's a fact.

Moving on, V6 engines offer better packaging by sacrificing engine balance. Some manufacturers chose packaging over balancing.

Some??? You wanted to say ALL except BMW?