Mercedes-Benz: Development and Technology News
05-06-2005, 12:24 PM
#121
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Mercedes chief may drop goal to top quality survey - - Reuters / May 06, 2005 - - Source: Automotive News
BARCELONA -- DaimlerChrysler is debating whether to abandon its goal to place its Mercedes-Benz brand first in the prestigious J.D. Power and Associates car quality survey, Mercedes chief Eckhard Cordes said on Friday.
"We are carefully analyzing whether this is a reasonable goal or not, and then we will answer the question once we have finished our analysis," he told reporters on the sidelines of an industry conference here.
The premium Mercedes-Benz brand has been pulling out all the stops to address quality problems that have dented its elegant image and raised doubts about its avowed goal of topping J.D. Power U.S. survey of initial quality in new cars by 2006.
"In order to become (number) one in J.D. Power, it is not only about hardware quality. It also has to do with the American taste, how they want cars," Cordes had earlier told the Automotive News Europe conference.
A car's ratings may be marked down, for instance, if buyers feel they have too many functional buttons on the steering wheel, he said.
"One has to carefully analyse whether with a global car it is really advisable to strive for being J.D. Power number one," he added.
"If we come to the conclusion that the clear answer is 'yes', we want to be number one. But you see that we are still debating this, or whether we are better off with number two or number three. That is still open."
Should the company decide a second-place ranking is acceptable, that does not mean that cars sold under the Mercedes brand are worse than those sold under the top-ranked brand, he added.
Cordes did not specify which J.D. Power survey he was referring to. In the J.D. Power 2004 Initial Quality Survey of auto nameplates, Mercedes-Benz ranked No. 10 with 106 problems per 100 vehicles. Toyota's premium Lexus brand ranked No. 1 with 87 problems.
CHINA EXPORTS UNLIKELY
On other subjects, Cordes said Mercedes had done extensive analysis on building an engine plant in Eastern Europe but then decided not to proceed for now.
"At least for the time being as a premium carmaker, we have decided that we can continue to operate our plants, our factories in Germany, and we have invested here," he said.
"But I add I am definitely not in a position here today to exclude this option for many years to come."
He said he still saw "enormous potential to take costs out of the system in our German plants, which should keep us fit".
He played down prospects for exporting Mercedes-Benz cars from China, where they are about to start being assembled for the domestic market.
"I dare say that the Mercedes-Benz brand will not be at the forefront of exporting cars from China. Maybe other brands will come first, and I am not only talking about my company, DaimlerChrysler," he said.
"Most of us will see cars being exported from China to other regions of the world, but I think the premium cars will be late followers, if ever."
Fellow DaimlerChrysler management board member Ruediger Grube told reporters in Shanghai last month that the carmaker was in talks with a Chinese partner about building Chryslers there and exporting them to North America.
But he stressed that a decision on whether to go ahead with the idea would be made only in the second half of the year.
"We are carefully analyzing whether this is a reasonable goal or not, and then we will answer the question once we have finished our analysis," he told reporters on the sidelines of an industry conference here.
The premium Mercedes-Benz brand has been pulling out all the stops to address quality problems that have dented its elegant image and raised doubts about its avowed goal of topping J.D. Power U.S. survey of initial quality in new cars by 2006.
"In order to become (number) one in J.D. Power, it is not only about hardware quality. It also has to do with the American taste, how they want cars," Cordes had earlier told the Automotive News Europe conference.
A car's ratings may be marked down, for instance, if buyers feel they have too many functional buttons on the steering wheel, he said.
"One has to carefully analyse whether with a global car it is really advisable to strive for being J.D. Power number one," he added.
"If we come to the conclusion that the clear answer is 'yes', we want to be number one. But you see that we are still debating this, or whether we are better off with number two or number three. That is still open."
Should the company decide a second-place ranking is acceptable, that does not mean that cars sold under the Mercedes brand are worse than those sold under the top-ranked brand, he added.
Cordes did not specify which J.D. Power survey he was referring to. In the J.D. Power 2004 Initial Quality Survey of auto nameplates, Mercedes-Benz ranked No. 10 with 106 problems per 100 vehicles. Toyota's premium Lexus brand ranked No. 1 with 87 problems.
CHINA EXPORTS UNLIKELY
On other subjects, Cordes said Mercedes had done extensive analysis on building an engine plant in Eastern Europe but then decided not to proceed for now.
"At least for the time being as a premium carmaker, we have decided that we can continue to operate our plants, our factories in Germany, and we have invested here," he said.
"But I add I am definitely not in a position here today to exclude this option for many years to come."
He said he still saw "enormous potential to take costs out of the system in our German plants, which should keep us fit".
He played down prospects for exporting Mercedes-Benz cars from China, where they are about to start being assembled for the domestic market.
"I dare say that the Mercedes-Benz brand will not be at the forefront of exporting cars from China. Maybe other brands will come first, and I am not only talking about my company, DaimlerChrysler," he said.
"Most of us will see cars being exported from China to other regions of the world, but I think the premium cars will be late followers, if ever."
Fellow DaimlerChrysler management board member Ruediger Grube told reporters in Shanghai last month that the carmaker was in talks with a Chinese partner about building Chryslers there and exporting them to North America.
But he stressed that a decision on whether to go ahead with the idea would be made only in the second half of the year.
05-06-2005, 12:25 PM
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"In order to become (number) one in J.D. Power, it is not only about hardware quality. It also has to do with the American taste, how they want cars," Cordes had earlier told the Automotive News Europe conference.
05-06-2005, 12:27 PM
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"One has to carefully analyse whether with a global car it is really advisable to strive for being J.D. Power number one," he added.
Well I guess then it's easy: What you have to answer is how important the USA market is to MB. Up to you...
05-06-2005, 12:28 PM
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Originally Posted by CGTSX2004
Apparently his point is that Americans have poor taste (which is probably right a lot of the time). 
If you were fully kidding, no need for the above post.
05-21-2005, 07:58 PM
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Mercedes-Benz New Eight-Cylinder CDI Engine
Mercedes-Benz New Eight-Cylinder CDI Engine
Text & photos courtesy DaimlerChrysler AG
edited 05-18-2005
English | Deutsch
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State-of-the-art technology for the finest in diesel-powered driving
· World’s highest-torque passenger car diesel V8 engine
· Advanced lightweight aluminium construction
· Newly developed biturbo system
· Third-generation common-rail direct injection
· Maintenance-free particulate filter fitted as standard
Developing output of 231 kW/314 hp and maximum torque nudging 730 Newton metres, the V8 diesel engine represents an impressive new chapter in the 70-year history of passenger car diesel engines at Mercedes-Benz. The new unit also underlines in emphatic fashion the expertise of the Stuttgart-based manufacturer in the development and production of state-of-the-art diesel engines. The new eight-cylinder unit is currently the world’s highest-torque diesel V8 powerplant for a passenger car.
The newly developed V8 celebrates its premiere in the E-Class in autumn 2005 and will also be made available for other Mercedes-Benz passenger car model series in the future.
Boasting third-generation common-rail direct injection, piezo injectors, biturbocharging with variable turbine geometry, electrically controlled exhaust gas recirculation with bypass duct, water-cooled intercooler and a selection of other systems besides, the new eight-cylinder engine constitutes a unique package of high-tech innovations. Majestic power development, imposing torque, exemplary smooth running characteristics and low fuel consumption and exhaust emissions are all part of the service. Look no further for diesel-powered driving pleasure of the highest order.
A comparison with Mercedes-Benz’ previous eight-cylinder CDI engine highlights the main selling points of the V8 under the bonnet of the E 420 CDI:
· Output: up 20 per cent
· Torque: up 30 per cent
Added to which, the new power unit burns less fuel, despite its higher output, and meets the stringent EU-4 exhaust limits. The E 420 CDI is fitted as standard with a maintenance-free particulate filter system.
Aluminium crankcase: power-to-weight ratio cut by 13 per cent
A sand-cast aluminium crankcase forms the high-strength and remarkably durable basis for the new CDI engine. This material is a key factor in the engine’s impressive power-to-weight ratio of 1.12 kg/kW -- 13 per cent below the value of its predecessor.
A bedplate construction ensures that the engine generates very little noise and low vibrations. The bedplate is an aluminium base section with integral grey cast iron inlays for the crankshaft main bearings. It supports the crank mechanism from underneath and provides additional structural rigidity. This helps to reduce longitudinal vibrations on the engine block extremely efficiently.
The pistons move along a 86-millimetre stroke in “wet” cylinder liners, which are in direct contact with the coolant and thus ensure that the crankcase is cooled as required. The pistons have also been newly developed, in order to withstand the high firing pressure (175 bar) inside the engine and to improve exhaust efficiency. To this end, a flat recess in the piston crown enhances the combustion process and helps to significantly reduce smoke emissions under full load. The supports for the piston rings have a special cooling duct and are oil-cooled – another new feature for a Mercedes-Benz passenger car diesel engine.
In the interests of keeping dimensions compact, the Mercedes engineers have arranged the cylinder banks at an angle of 75 degrees and fitted the eightcylinder unit with a balancer shaft, which rotates in the opposite direction to the crankshaft and evens out vibrations. Likewise, the square stroke/bore ratio helps to give the new Mercedes diesel engine the smooth-running properties you would expect from an eight-cylinder unit. At the front end of the balancer shaft is an oil separator, which uses centrifugal force to act as a vent for the engine. The chaindriven device sucks gas containing oil out of the crankcase, before using gravity to filter out the oil. While the oil flows back into the engine, the gases move forwards out of the centrifuge and through a heated vent line into the intake pipe of the V8 engine. A valve takes care of the necessary pressure compensation.
The most important data of the new eight-cylinder CDI engine at a glance:
Cylinder arrangement
V8
Cylinder angle
75°
Valves per cylinder
4
Displacement
3996 cc
Bore/stroke
86/86 mm
Distance between cylinders
97 mm
Compression ratio
17.0 : 1
Output
231 kW/314 hp at 3600 rpm
Max. torque
730 Nm at 2200 rpm
At 97 millimetres, the distance between the cylinders is the same as that in the previous Mercedes-Benz V8 diesel engine. The outstanding feature of the aluminium cylinder heads are the raised layers in the water jacket, which ensure impressive rigidity. A double-bush timing chain, which is lubricated by a separate oil sprayer, provides the drive for the exhaust camshafts. The distribution of oil over the chain allows it to be spread efficiently over the outer joint surfaces by centrifugal force. The intake and exhaust camshafts are connected by toothed gears, and the high-pressure pump in the common-rail injection system is also driven by toothed gear.
Air ducting optimises flow, pressure loss falls by 60 per cent
The two exhaust-gas turbochargers, which draw in and compress fresh air through the engine’s air filter, are located on the outer sides of the cylinder banks. Integrated hot-film air mass sensors supply the electronics with important basic information for the engine management. Another special feature developed by the Mercedes engineers are hollow inserts integrated into the intake lines, which increase the volume of the air before it enters the turbochargers. This raises torque output at lower engine speeds by up to 15 per cent.
The V8 engineers used sophisticated airflow calculations and simulations to reduce the loss of pressure typically experienced in the charge air manifolds of turbochargers and provide a sustained improvement in the supply of air to the new diesel engine. Under full load, the pressure loss is some 30 per cent lower in the charge air manifolds at the entry to the turbochargers than in Mercedes-Benz’ previous eight-cylinder CDI engine, and as much as 60 per cent lower in the charge air manifolds at the exit of the turbochargers. This means that an up to 15 per cent greater air mass can flow through the manifolds.
Improved VNT turbochargers: higher output coupled with reduced fuel consumption
Mercedes-Benz has also made further improvements to the turbochargers. These continue to work according to the proven VNT (Variable Nozzle Turbine) principle and are fitted with variably adjustable guide vanes, which alter their opening angle – and thus the flow area – according to the loads on the engine. This allows them to fully exploit the exhaust energy and create maximum charge pressure. Higher torque, lower exhaust gas backpressure under full load and low smoke output at high speeds are the principal advantages of variable turbochargers.
New vane geometry for the compressor and turbine wheels and the guide vanes makes the new engine more efficient than the previous eight-cylinder CDI unit, whilst the maximum permitted turbocharger speed has been further increased.
These measures help to raise engine output and reduce fuel consumption, and the durability of the turbochargers under high temperatures has also been improved.
Majestic power development: 730 Newton metres as low as 2200 rpm
The exhaust-gas turbochargers play a key role in the exceptional torque and output of the new V8 engine. An electronic control system and dual air mass sensor allow the biturbo system to work in synchrony and adapts the supply of combustion air precisely to the output requirement. This enables the engine to develop over 580 Newton metres of torque as low down as some 1600 rpm – that’s 80 per cent of the maximum value (see diagram) and higher than the peak torque of its diesel predecessor. The new eight-cylinder unit develops over 700 Newton metres of pulling power at 1950 rpm, with maximum torque hitting 730 Newton metres at 2200 rpm.
Which all helps explain how the powerplant under the bonnet of the Mercedes-Benz E 420 CDI is capable of such remarkable performance figures. The Saloon accelerates from 0 to 100 km/h in just 6.1 seconds and completes the third-gear sprint from 60 to 120 km/h in 5.4 seconds. Below is an overview of the engine’s performance data:
Mercedes-Benz E 420 CDI*
Acceleration 0–100 km/h
6.1 s
Acceleration 60–120 km/h
5.4 s
Top speed
250 km/h*
Fuel consumption (combined)
9.3 l/100 km
*electronically governed
Mercedes-Benz New Eight-Cylinder CDI Engine Page 1 of 3: next
Enhanced charge air cooling: up to 25 per cent greater air density
In its previous V8 diesel engine, Mercedes-Benz used a water-cooled intercooler to cool the intake air compressed by the turbochargers. The new eight-cylinder is fitted with a further improved charge air cooler, which links up with a pair of water coolers to provide an even better basis for majestic output and torque development. The water-cooled intercooler fixed to the front of the engine reduces the air temperature by up to 120 degrees Celsius. Since cooler air has a higher density, the V8 power unit is supplied with a greater air mass and can thus develop more power. Under full loads, the highly efficient charge air cooling system increases air density by up to 25 per cent compared to the E-Class’ current V8 diesel engine.
The water-cooled intercooler is integrated into a special low-temperature water circuit, which also features a separate electrically-driven circulation pump. The low-temperature and main cooling-water circuits are connected by an expansion tank.
A bypass duct in front of the heat exchanger ensures more efficient exhaust gas recirculation
At the exit of the water-cooled intercooler, the charge air flows through an electrically activated throttle valve charged with the task of regulating exhaust gas recirculation. This valve helps to ensure extremely precise metering and mixing of the exhaust gas, which is recirculated into combustion air.
Exhaust gas recirculation makes a crucial combination to reducing nitrogen oxide emissions from the engine. The concentration of oxygen in the intake air is reduced by mixing in a precisely calculated proportion of the exhaust gases. As a result, the combustion temperature in the cylinders drops and lower quantities of nitrogen oxide are produced.
The amount of exhaust gas recirculated is dictated by the electronic engine management unit according to the loads on the eight-cylinder unit. The unit uses two recirculation valves – one per cylinder bank – which are controlled electrically via a solenoid. The exhaust gases flow together out of the two cylinder banks into a single-tube heat exchanger, which provides additional cooling. As this heat exchanger is not suitable for use in all situations, the Mercedes engineers have developed a bypass system, which opens as required and channels the exhaust gas past the heat exchanger. The recirculated exhaust gas is then mixed with fresh air and distributed to the eight cylinders through the charge air intake manifold.
Each cylinder is supplied with air through two inlet ducts. One of these is a spiral swirl port designed to generate a fast-moving swirl movement and the other a tangential port optimised to ensure effective filling and high output. The spiral swirl port whips up the air into a fast-moving swirl before it enters the cylinders, ensuring an optimum mixture of fuel and intake air under partial loads.
The latest in CDI technology: higher pressure and fast-working piezo injectors
Since common-rail direct injection made its debut back in 1997, Mercedes-Benz has introduced a constant stream of measures aimed at further developing and perfecting an already innovative system. The third generation of this technology, which lies at the heart of both the new eight-cylinder CDI engine and the recently introduced V6 diesel power unit, opens the door to a fresh wave of key improvements which help to reduce fuel consumption, exhaust emissions and combustion noise.
The new, inlet metered common-rail pump generates maximum injection pressure of 1600 bar, up from the previous 1350 bar. As in all CDI engines, this impressive pressure is at the driver’s disposal at all times – i.e. even at low engine speeds.
Another new feature are the piezo injectors for the engine’s eight combustion chambers. These are significantly lighter and work twice as fast as the solenoid valves used up to now. With a response time of just 0.1 milliseconds, the piezo injectors allow fuel injection to be adapted even more quickly and precisely to suit changing loads and engine speeds, helping to reduce emissions, fuel consumption and noise levels. Up to five injections of extremely small quantities of fuel are possible per power stroke, following one after the other in quick succession and with high precision.
At the core of the newly developed high-tech injectors is a piezo ceramic, whose crystalline structure alters in microseconds under an electric current. The development engineers used this effect, discovered by brothers Pierre and Jacques Curie in 1880, to raise the nozzle needle on the injector tip by just a few thousandths of a millimetre and thus to inject the fuel in a particularly fine spray.
A dual pilot injection system makes the engine easier on the ear
Pilot injection is another special feature which has always been part of Mercedes-Benz’ common-rail engines. This system enables smoother combustion, audibly reducing the noise levels generated by the direct-injection unit. This pre-injection process takes place once or twice in the new eight-cylinder CDI engine, depending on the engine load. In the space of less than a millisecond, small pilot quantities of fuel flow into the cylinders, ignite and pre-heat the combustion chambers. This helps to substantially reduce combustion noise during the main injection phase that follows.
Like the dual pilot injection system, the latest common-rail technology can call on double fuel post-injection. If necessary, the new Mercedes engine will use this facility to briefly raise the temperature of the exhaust gases in order to regenerate the standard-fitted particulate filter.
Newly developed control unit: a microcomputer governs all engine functions
Casting its watchful eye over fuel injection, the turbochargers, exhaust gas recirculation and virtually all the other engine functions is a newly developed electronic control unit located in the firewall area of the E 420 CDI. It is hooked up with other microcomputers via CAN (Controller Area Network) data bus and stores the data needed to tailor the responses of the eight-cylinder engine to the
situation and requirements at hand. A major feature of this digital network is the torque harmonization interface. This is where the data transfer takes place between the engine and the Electronic Stability Program ESP®, which ensures that the eight-cylinder powerplant reduces torque when moving off on slippery ground or if the vehicle is in danger of skidding.
The microcomputer in the new CDI engine also controls all the functions of the common-rail system, including double pre and post-injection and the level of injection pressure. Overrun, charge pressure control, rev limiting and engine diagnosis are among the other tasks within the sphere of responsibility of the electronic control centre, which processes a wealth of data from signals and sensors.
A separate data bus links the engine management system with the generator and glow plug control device – the cornerstone of a newly developed quick-start glow system. This shortens the duration of the diesel engine’s preglow phase to the blink of an eye, putting the compression ignition engine on a par with its petroldriven counterparts in this respect as well.
Effective emissions control: the catalytic converters and particulate filter work in tandem
State-of-the-art common-rail technology, electrically controlled exhaust gas recirculation and other facets of the engine team up to substantially reduce the eight-cylinder’s exhaust emissions. In addition, Mercedes-Benz has further enhanced the efficiency of the power unit’s emission control with two oxidizing catalytic converters and a particulate filter (all fitted as standard). This allows the new CDI engine to meet the stringent EU-4 exhaust limits.
The Stuttgart-based experts have taken steps to ensure that the exhaust manifolds also play a role in emissions control. The small mass of the manifolds, which are made of steel casting, allows them to heat up quickly after a cold start and thus also to cut the response time of the catalytic converters, which are activated after the engine is started. The emission control systems each have a capacity of around two litres and break down a large proportion of the unburned hydrocarbons and carbon monoxide though a chemical reaction with oxygen (oxidation).
Behind the catalytic converters are the two exhaust manifolds which lead to the particulate filter (4.5 litres). This filter is regenerated without the need for additives and thus remains effective over an extremely high mileage. Similarly to the catalytic converters, a large number of rectangular cells run lengthways through the diesel particulate filter. By contrast to the catalytic converters, however, the cells in the particulate filter are sealed at either end. The in-flowing exhaust gas therefore has to find its way through the porous partition walls. In so doing, the carbon particulates contained in the exhaust gases are deposited in the filter, where they are retained.
The particulates in the filter are burned off in a controlled process and without the driver or other road users noticing. This process can involve either the hot exhaust gas generated at higher engine speeds or certain engine functions, such as double fuel post-injection, which are activated in response to the loads on the engine and the condition of the filter.
After passing through the diesel particulate filter, the exhaust gas is led once again through two ducts to the two mufflers.
Oil sump sensor: service intervals of up to 40,000 kilometres
The new V8 compression ignition engine is fitted with a sensor in the oil sump, which sends back data on the level, quality and temperature of the engine oil, among other things. On the basis of this information, the service interval indicator ASSYST can detect how the quality of the oil is changing and creates a tailor-made service plan for the engine, which also records any oil changes.
A digital display in the instrument cluster informs the driver how many kilometres remain until a change of engine oil is required and how many days or weeks he or she can drive up to that point. This service interval indicator enables the E 420 CDI to meet oil change intervals of up to 40,000 kilometres or two years, depending on driving style and engine load.
In addition, the sensor makes checking the oil level that much easier. After filling up with fuel, all the driver has to do is press a button on the multifunction steering wheel and information will appear on the central display in the instrument cluster highlighting the oil level and how much oil, if any, is required.
Mercedes-Benz New Eight-Cylinder CDI Engine Page 2 of 3: previous
Mercedes-Benz E 420 CDI Technical Data
Engine
No. of cylinders/arrangement
8/V, 4 valves per cylinder
Displacement
cc
3996
Bore x stroke
mm
86 x 86
Rated output
kW/hp
231/314 at 3600 rpm
Rated torque
Nm
730 at 2200 rpm
Maximum engine speed
rpm
4750
Compression ratio
17.0 : 1
Mixture preparation
Common-rail direct injection, biturbo system, EDC
Power transmission
Transmission
Seven-speed automatic
Gear ratios
Final drive
1st gear
2nd gear
3rd gear
4th gear
5th gear
6th gear
7th gear
Reverse
2.47
4.377
2.859
1.921
1.368
1.0
0.820
0.728
3.416/2.231
Chassis
Front axle
Four-link axle, AIRMATIC DC all-air suspension system with self-levelling suspension, anti-dive device
Rear axle
Multi-link independent suspension, AIRMATIC DC all-air suspension system with self-levelling suspension, anti-squat and anti-dive device
Braking system
Electrohydraulic braking system Sensotronic Brake Control, internally-ventilated disc brakes front and rear, drum parking brake at rear, ABS, Brake Assist, ESP®
Steering
Speed-sensitive rack-and-pinion power steering
Wheels
8 J x 17
Tyres
245/45 R 17
Dimensions and weights
Wheelbase
mm
2854
Track width: front/rear
mm
1567/1560
Overall – length
mm
4818
Overall – width
mm
1822
Overall – height
mm
1431
Turning circle
m
11.4
Boot capacity max.*
l
530
Kerb weight, EC
kg
1890
Payload
kg
525
Perm. gross vehicle weight
kg
2415
Tank capacity/of which reserve
l
80/9
Performance and fuel consumption
Acceleration 0-100 km/h
s
6.1
Top speed
km/h
250**
Fuel consumption comb.
l/100 km
9.3
*in accordance with VDA method; **electronically governed
Text & photos courtesy DaimlerChrysler AG
edited 05-18-2005
English | Deutsch
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State-of-the-art technology for the finest in diesel-powered driving
· World’s highest-torque passenger car diesel V8 engine
· Advanced lightweight aluminium construction
· Newly developed biturbo system
· Third-generation common-rail direct injection
· Maintenance-free particulate filter fitted as standard
Developing output of 231 kW/314 hp and maximum torque nudging 730 Newton metres, the V8 diesel engine represents an impressive new chapter in the 70-year history of passenger car diesel engines at Mercedes-Benz. The new unit also underlines in emphatic fashion the expertise of the Stuttgart-based manufacturer in the development and production of state-of-the-art diesel engines. The new eight-cylinder unit is currently the world’s highest-torque diesel V8 powerplant for a passenger car.
The newly developed V8 celebrates its premiere in the E-Class in autumn 2005 and will also be made available for other Mercedes-Benz passenger car model series in the future.
Boasting third-generation common-rail direct injection, piezo injectors, biturbocharging with variable turbine geometry, electrically controlled exhaust gas recirculation with bypass duct, water-cooled intercooler and a selection of other systems besides, the new eight-cylinder engine constitutes a unique package of high-tech innovations. Majestic power development, imposing torque, exemplary smooth running characteristics and low fuel consumption and exhaust emissions are all part of the service. Look no further for diesel-powered driving pleasure of the highest order.
A comparison with Mercedes-Benz’ previous eight-cylinder CDI engine highlights the main selling points of the V8 under the bonnet of the E 420 CDI:
· Output: up 20 per cent
· Torque: up 30 per cent
Added to which, the new power unit burns less fuel, despite its higher output, and meets the stringent EU-4 exhaust limits. The E 420 CDI is fitted as standard with a maintenance-free particulate filter system.
Aluminium crankcase: power-to-weight ratio cut by 13 per cent
A sand-cast aluminium crankcase forms the high-strength and remarkably durable basis for the new CDI engine. This material is a key factor in the engine’s impressive power-to-weight ratio of 1.12 kg/kW -- 13 per cent below the value of its predecessor.
A bedplate construction ensures that the engine generates very little noise and low vibrations. The bedplate is an aluminium base section with integral grey cast iron inlays for the crankshaft main bearings. It supports the crank mechanism from underneath and provides additional structural rigidity. This helps to reduce longitudinal vibrations on the engine block extremely efficiently.
The pistons move along a 86-millimetre stroke in “wet” cylinder liners, which are in direct contact with the coolant and thus ensure that the crankcase is cooled as required. The pistons have also been newly developed, in order to withstand the high firing pressure (175 bar) inside the engine and to improve exhaust efficiency. To this end, a flat recess in the piston crown enhances the combustion process and helps to significantly reduce smoke emissions under full load. The supports for the piston rings have a special cooling duct and are oil-cooled – another new feature for a Mercedes-Benz passenger car diesel engine.
In the interests of keeping dimensions compact, the Mercedes engineers have arranged the cylinder banks at an angle of 75 degrees and fitted the eightcylinder unit with a balancer shaft, which rotates in the opposite direction to the crankshaft and evens out vibrations. Likewise, the square stroke/bore ratio helps to give the new Mercedes diesel engine the smooth-running properties you would expect from an eight-cylinder unit. At the front end of the balancer shaft is an oil separator, which uses centrifugal force to act as a vent for the engine. The chaindriven device sucks gas containing oil out of the crankcase, before using gravity to filter out the oil. While the oil flows back into the engine, the gases move forwards out of the centrifuge and through a heated vent line into the intake pipe of the V8 engine. A valve takes care of the necessary pressure compensation.
The most important data of the new eight-cylinder CDI engine at a glance:
Cylinder arrangement
V8
Cylinder angle
75°
Valves per cylinder
4
Displacement
3996 cc
Bore/stroke
86/86 mm
Distance between cylinders
97 mm
Compression ratio
17.0 : 1
Output
231 kW/314 hp at 3600 rpm
Max. torque
730 Nm at 2200 rpm
At 97 millimetres, the distance between the cylinders is the same as that in the previous Mercedes-Benz V8 diesel engine. The outstanding feature of the aluminium cylinder heads are the raised layers in the water jacket, which ensure impressive rigidity. A double-bush timing chain, which is lubricated by a separate oil sprayer, provides the drive for the exhaust camshafts. The distribution of oil over the chain allows it to be spread efficiently over the outer joint surfaces by centrifugal force. The intake and exhaust camshafts are connected by toothed gears, and the high-pressure pump in the common-rail injection system is also driven by toothed gear.
Air ducting optimises flow, pressure loss falls by 60 per cent
The two exhaust-gas turbochargers, which draw in and compress fresh air through the engine’s air filter, are located on the outer sides of the cylinder banks. Integrated hot-film air mass sensors supply the electronics with important basic information for the engine management. Another special feature developed by the Mercedes engineers are hollow inserts integrated into the intake lines, which increase the volume of the air before it enters the turbochargers. This raises torque output at lower engine speeds by up to 15 per cent.
The V8 engineers used sophisticated airflow calculations and simulations to reduce the loss of pressure typically experienced in the charge air manifolds of turbochargers and provide a sustained improvement in the supply of air to the new diesel engine. Under full load, the pressure loss is some 30 per cent lower in the charge air manifolds at the entry to the turbochargers than in Mercedes-Benz’ previous eight-cylinder CDI engine, and as much as 60 per cent lower in the charge air manifolds at the exit of the turbochargers. This means that an up to 15 per cent greater air mass can flow through the manifolds.
Improved VNT turbochargers: higher output coupled with reduced fuel consumption
Mercedes-Benz has also made further improvements to the turbochargers. These continue to work according to the proven VNT (Variable Nozzle Turbine) principle and are fitted with variably adjustable guide vanes, which alter their opening angle – and thus the flow area – according to the loads on the engine. This allows them to fully exploit the exhaust energy and create maximum charge pressure. Higher torque, lower exhaust gas backpressure under full load and low smoke output at high speeds are the principal advantages of variable turbochargers.
New vane geometry for the compressor and turbine wheels and the guide vanes makes the new engine more efficient than the previous eight-cylinder CDI unit, whilst the maximum permitted turbocharger speed has been further increased.
These measures help to raise engine output and reduce fuel consumption, and the durability of the turbochargers under high temperatures has also been improved.
Majestic power development: 730 Newton metres as low as 2200 rpm
The exhaust-gas turbochargers play a key role in the exceptional torque and output of the new V8 engine. An electronic control system and dual air mass sensor allow the biturbo system to work in synchrony and adapts the supply of combustion air precisely to the output requirement. This enables the engine to develop over 580 Newton metres of torque as low down as some 1600 rpm – that’s 80 per cent of the maximum value (see diagram) and higher than the peak torque of its diesel predecessor. The new eight-cylinder unit develops over 700 Newton metres of pulling power at 1950 rpm, with maximum torque hitting 730 Newton metres at 2200 rpm.
Which all helps explain how the powerplant under the bonnet of the Mercedes-Benz E 420 CDI is capable of such remarkable performance figures. The Saloon accelerates from 0 to 100 km/h in just 6.1 seconds and completes the third-gear sprint from 60 to 120 km/h in 5.4 seconds. Below is an overview of the engine’s performance data:
Mercedes-Benz E 420 CDI*
Acceleration 0–100 km/h
6.1 s
Acceleration 60–120 km/h
5.4 s
Top speed
250 km/h*
Fuel consumption (combined)
9.3 l/100 km
*electronically governed
Mercedes-Benz New Eight-Cylinder CDI Engine Page 1 of 3: next
Enhanced charge air cooling: up to 25 per cent greater air densityIn its previous V8 diesel engine, Mercedes-Benz used a water-cooled intercooler to cool the intake air compressed by the turbochargers. The new eight-cylinder is fitted with a further improved charge air cooler, which links up with a pair of water coolers to provide an even better basis for majestic output and torque development. The water-cooled intercooler fixed to the front of the engine reduces the air temperature by up to 120 degrees Celsius. Since cooler air has a higher density, the V8 power unit is supplied with a greater air mass and can thus develop more power. Under full loads, the highly efficient charge air cooling system increases air density by up to 25 per cent compared to the E-Class’ current V8 diesel engine.
The water-cooled intercooler is integrated into a special low-temperature water circuit, which also features a separate electrically-driven circulation pump. The low-temperature and main cooling-water circuits are connected by an expansion tank.
A bypass duct in front of the heat exchanger ensures more efficient exhaust gas recirculation
At the exit of the water-cooled intercooler, the charge air flows through an electrically activated throttle valve charged with the task of regulating exhaust gas recirculation. This valve helps to ensure extremely precise metering and mixing of the exhaust gas, which is recirculated into combustion air.
Exhaust gas recirculation makes a crucial combination to reducing nitrogen oxide emissions from the engine. The concentration of oxygen in the intake air is reduced by mixing in a precisely calculated proportion of the exhaust gases. As a result, the combustion temperature in the cylinders drops and lower quantities of nitrogen oxide are produced.
The amount of exhaust gas recirculated is dictated by the electronic engine management unit according to the loads on the eight-cylinder unit. The unit uses two recirculation valves – one per cylinder bank – which are controlled electrically via a solenoid. The exhaust gases flow together out of the two cylinder banks into a single-tube heat exchanger, which provides additional cooling. As this heat exchanger is not suitable for use in all situations, the Mercedes engineers have developed a bypass system, which opens as required and channels the exhaust gas past the heat exchanger. The recirculated exhaust gas is then mixed with fresh air and distributed to the eight cylinders through the charge air intake manifold.
Each cylinder is supplied with air through two inlet ducts. One of these is a spiral swirl port designed to generate a fast-moving swirl movement and the other a tangential port optimised to ensure effective filling and high output. The spiral swirl port whips up the air into a fast-moving swirl before it enters the cylinders, ensuring an optimum mixture of fuel and intake air under partial loads.
The latest in CDI technology: higher pressure and fast-working piezo injectors
Since common-rail direct injection made its debut back in 1997, Mercedes-Benz has introduced a constant stream of measures aimed at further developing and perfecting an already innovative system. The third generation of this technology, which lies at the heart of both the new eight-cylinder CDI engine and the recently introduced V6 diesel power unit, opens the door to a fresh wave of key improvements which help to reduce fuel consumption, exhaust emissions and combustion noise.
The new, inlet metered common-rail pump generates maximum injection pressure of 1600 bar, up from the previous 1350 bar. As in all CDI engines, this impressive pressure is at the driver’s disposal at all times – i.e. even at low engine speeds.
Another new feature are the piezo injectors for the engine’s eight combustion chambers. These are significantly lighter and work twice as fast as the solenoid valves used up to now. With a response time of just 0.1 milliseconds, the piezo injectors allow fuel injection to be adapted even more quickly and precisely to suit changing loads and engine speeds, helping to reduce emissions, fuel consumption and noise levels. Up to five injections of extremely small quantities of fuel are possible per power stroke, following one after the other in quick succession and with high precision.
At the core of the newly developed high-tech injectors is a piezo ceramic, whose crystalline structure alters in microseconds under an electric current. The development engineers used this effect, discovered by brothers Pierre and Jacques Curie in 1880, to raise the nozzle needle on the injector tip by just a few thousandths of a millimetre and thus to inject the fuel in a particularly fine spray.
A dual pilot injection system makes the engine easier on the ear
Pilot injection is another special feature which has always been part of Mercedes-Benz’ common-rail engines. This system enables smoother combustion, audibly reducing the noise levels generated by the direct-injection unit. This pre-injection process takes place once or twice in the new eight-cylinder CDI engine, depending on the engine load. In the space of less than a millisecond, small pilot quantities of fuel flow into the cylinders, ignite and pre-heat the combustion chambers. This helps to substantially reduce combustion noise during the main injection phase that follows.
Like the dual pilot injection system, the latest common-rail technology can call on double fuel post-injection. If necessary, the new Mercedes engine will use this facility to briefly raise the temperature of the exhaust gases in order to regenerate the standard-fitted particulate filter.
Newly developed control unit: a microcomputer governs all engine functions
Casting its watchful eye over fuel injection, the turbochargers, exhaust gas recirculation and virtually all the other engine functions is a newly developed electronic control unit located in the firewall area of the E 420 CDI. It is hooked up with other microcomputers via CAN (Controller Area Network) data bus and stores the data needed to tailor the responses of the eight-cylinder engine to the
situation and requirements at hand. A major feature of this digital network is the torque harmonization interface. This is where the data transfer takes place between the engine and the Electronic Stability Program ESP®, which ensures that the eight-cylinder powerplant reduces torque when moving off on slippery ground or if the vehicle is in danger of skidding.
The microcomputer in the new CDI engine also controls all the functions of the common-rail system, including double pre and post-injection and the level of injection pressure. Overrun, charge pressure control, rev limiting and engine diagnosis are among the other tasks within the sphere of responsibility of the electronic control centre, which processes a wealth of data from signals and sensors.
A separate data bus links the engine management system with the generator and glow plug control device – the cornerstone of a newly developed quick-start glow system. This shortens the duration of the diesel engine’s preglow phase to the blink of an eye, putting the compression ignition engine on a par with its petroldriven counterparts in this respect as well.
Effective emissions control: the catalytic converters and particulate filter work in tandem
State-of-the-art common-rail technology, electrically controlled exhaust gas recirculation and other facets of the engine team up to substantially reduce the eight-cylinder’s exhaust emissions. In addition, Mercedes-Benz has further enhanced the efficiency of the power unit’s emission control with two oxidizing catalytic converters and a particulate filter (all fitted as standard). This allows the new CDI engine to meet the stringent EU-4 exhaust limits.
The Stuttgart-based experts have taken steps to ensure that the exhaust manifolds also play a role in emissions control. The small mass of the manifolds, which are made of steel casting, allows them to heat up quickly after a cold start and thus also to cut the response time of the catalytic converters, which are activated after the engine is started. The emission control systems each have a capacity of around two litres and break down a large proportion of the unburned hydrocarbons and carbon monoxide though a chemical reaction with oxygen (oxidation).
Behind the catalytic converters are the two exhaust manifolds which lead to the particulate filter (4.5 litres). This filter is regenerated without the need for additives and thus remains effective over an extremely high mileage. Similarly to the catalytic converters, a large number of rectangular cells run lengthways through the diesel particulate filter. By contrast to the catalytic converters, however, the cells in the particulate filter are sealed at either end. The in-flowing exhaust gas therefore has to find its way through the porous partition walls. In so doing, the carbon particulates contained in the exhaust gases are deposited in the filter, where they are retained.
The particulates in the filter are burned off in a controlled process and without the driver or other road users noticing. This process can involve either the hot exhaust gas generated at higher engine speeds or certain engine functions, such as double fuel post-injection, which are activated in response to the loads on the engine and the condition of the filter.
After passing through the diesel particulate filter, the exhaust gas is led once again through two ducts to the two mufflers.
Oil sump sensor: service intervals of up to 40,000 kilometres
The new V8 compression ignition engine is fitted with a sensor in the oil sump, which sends back data on the level, quality and temperature of the engine oil, among other things. On the basis of this information, the service interval indicator ASSYST can detect how the quality of the oil is changing and creates a tailor-made service plan for the engine, which also records any oil changes.
A digital display in the instrument cluster informs the driver how many kilometres remain until a change of engine oil is required and how many days or weeks he or she can drive up to that point. This service interval indicator enables the E 420 CDI to meet oil change intervals of up to 40,000 kilometres or two years, depending on driving style and engine load.
In addition, the sensor makes checking the oil level that much easier. After filling up with fuel, all the driver has to do is press a button on the multifunction steering wheel and information will appear on the central display in the instrument cluster highlighting the oil level and how much oil, if any, is required.
Mercedes-Benz New Eight-Cylinder CDI Engine Page 2 of 3: previous
Mercedes-Benz E 420 CDI Technical Data
Engine
No. of cylinders/arrangement
8/V, 4 valves per cylinder
Displacement
cc
3996
Bore x stroke
mm
86 x 86
Rated output
kW/hp
231/314 at 3600 rpm
Rated torque
Nm
730 at 2200 rpm
Maximum engine speed
rpm
4750
Compression ratio
17.0 : 1
Mixture preparation
Common-rail direct injection, biturbo system, EDC
Power transmission
Transmission
Seven-speed automatic
Gear ratios
Final drive
1st gear
2nd gear
3rd gear
4th gear
5th gear
6th gear
7th gear
Reverse
2.47
4.377
2.859
1.921
1.368
1.0
0.820
0.728
3.416/2.231
Chassis
Front axle
Four-link axle, AIRMATIC DC all-air suspension system with self-levelling suspension, anti-dive device
Rear axle
Multi-link independent suspension, AIRMATIC DC all-air suspension system with self-levelling suspension, anti-squat and anti-dive device
Braking system
Electrohydraulic braking system Sensotronic Brake Control, internally-ventilated disc brakes front and rear, drum parking brake at rear, ABS, Brake Assist, ESP®
Steering
Speed-sensitive rack-and-pinion power steering
Wheels
8 J x 17
Tyres
245/45 R 17
Dimensions and weights
Wheelbase
mm
2854
Track width: front/rear
mm
1567/1560
Overall – length
mm
4818
Overall – width
mm
1822
Overall – height
mm
1431
Turning circle
m
11.4
Boot capacity max.*
l
530
Kerb weight, EC
kg
1890
Payload
kg
525
Perm. gross vehicle weight
kg
2415
Tank capacity/of which reserve
l
80/9
Performance and fuel consumption
Acceleration 0-100 km/h
s
6.1
Top speed
km/h
250**
Fuel consumption comb.
l/100 km
9.3
*in accordance with VDA method; **electronically governed
05-22-2005, 10:31 AM
#130
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314HP at only 3600HP is amazing output. Diesels are almost par with gas engines as far as peak HP at this point. However, that torque curve on the graph looks terrible. It's anything, but flat! It must due to the turbocharging.
In any case, a 4 liter diesel E class doing the 60 in high 5s (essentially) is a feat.
In any case, a 4 liter diesel E class doing the 60 in high 5s (essentially) is a feat.
05-23-2005, 02:30 PM
#134
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Mercedes plans gas/diesel hybrid
Mercedes plans petrol/diesel hybrid - - Source: Autocar
Petrol and diesel technologies will be combined in to a single engine type in just a decade from now, according to Mercedes-Benz. ‘That’s our wish,’ said Dr Thomas Weber, board member responsible for research, technology and development at Mercedes-Benz.
‘Step by step, the components of diesel and petrol engines are growing closer: the combustion process, common-rail direct injection, turbocharging. In the end, we believe this development will see the complete integration of the two engines into one type which combines the best of petrol and diesel.’
Weber said Mercedes is working on such an engine, without spark plugs, that runs on synthetic fuels. It has a compression ratio somewhere between the current petrol’s (circa 10.0:1) and diesel’s (roughly 18.0:1).
Internally, the new development is known as ‘diesotto’, a word that combines the names of Rudolph Diesel and Nikolaus Otto, the two German inventors of the diesel and four-stroke Otto-cycle petrol engines respectively.
‘By combining both, the savings are huge,’ Weber said. ‘You can imagine the advantages in investment and meeting emissions. This is our vision for the future.’
Weber is convinced that only those car makers with exhaustive knowledge of the diesel process have any chance of developing something approaching the ‘diesotto’ engine. ‘The only step is to go through the diesel world,’ he said. ‘There is no chance without that.’
Weber said Mercedes’ R&D spending on petrol/diesel engines is currently split 50/50. ‘After our work on the new V6 CDi diesel (right), there is probably going to be a shift back to petrol engines,’ he admitted, citing work on second-generation, turbocharged direct-injection petrol engines that deliver a 10 per cent reduction in fuel consumption. The first of these engines is expected to hit Mercedes showrooms in 2006.
Petrol and diesel technologies will be combined in to a single engine type in just a decade from now, according to Mercedes-Benz. ‘That’s our wish,’ said Dr Thomas Weber, board member responsible for research, technology and development at Mercedes-Benz.
‘Step by step, the components of diesel and petrol engines are growing closer: the combustion process, common-rail direct injection, turbocharging. In the end, we believe this development will see the complete integration of the two engines into one type which combines the best of petrol and diesel.’
Weber said Mercedes is working on such an engine, without spark plugs, that runs on synthetic fuels. It has a compression ratio somewhere between the current petrol’s (circa 10.0:1) and diesel’s (roughly 18.0:1).
Internally, the new development is known as ‘diesotto’, a word that combines the names of Rudolph Diesel and Nikolaus Otto, the two German inventors of the diesel and four-stroke Otto-cycle petrol engines respectively.
‘By combining both, the savings are huge,’ Weber said. ‘You can imagine the advantages in investment and meeting emissions. This is our vision for the future.’
Weber is convinced that only those car makers with exhaustive knowledge of the diesel process have any chance of developing something approaching the ‘diesotto’ engine. ‘The only step is to go through the diesel world,’ he said. ‘There is no chance without that.’
Weber said Mercedes’ R&D spending on petrol/diesel engines is currently split 50/50. ‘After our work on the new V6 CDi diesel (right), there is probably going to be a shift back to petrol engines,’ he admitted, citing work on second-generation, turbocharged direct-injection petrol engines that deliver a 10 per cent reduction in fuel consumption. The first of these engines is expected to hit Mercedes showrooms in 2006.
05-23-2005, 02:32 PM
#135
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I wasn't even aware that there was such a possibility.
So I imagine this as taking advantage of the high torque, low diesel consumption of the diesel engine and cleaner emissions, high rpm and peak HP of the gas engine.
I dont know. I still think the future is gas/electric or diesel/electric hybrids. Unless if the future really is gas/diesel/electric hybrid technology.
So I imagine this as taking advantage of the high torque, low diesel consumption of the diesel engine and cleaner emissions, high rpm and peak HP of the gas engine.
I dont know. I still think the future is gas/electric or diesel/electric hybrids. Unless if the future really is gas/diesel/electric hybrid technology.
05-23-2005, 05:12 PM
#136
I'm the Firestarter
So what fuel do you put in this car? Or does Mercedes really think that a new fuel type will be distributed at every gas station for their cars (because as we know they happen to be in the unique position of being able to develop this type of engine) 
05-24-2005, 06:36 AM
#137
Race Director
The point is that it could run on just about anything including the Hollywood favorite - B100 biodiesel. The electronics would take of deciding how to use the fuel depending what you put in the tank. The Honda 2.2 CDTi diesel has already lowered the compression ratio to 16:1 (very low for a diesel). I saw something about this same thing from Toyota - they don't want to be left out of this race. As the article mentioned, the convergence between gas and diesel is almost here - the latest use the same technolgy, direct injection.
05-24-2005, 03:15 PM
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Originally Posted by gavriil
I dont know. I still think the future is gas/electric or diesel/electric hybrids. Unless if the future really is gas/diesel/electric hybrid technology.
Sorry, I couldn't resist.
06-07-2005, 09:09 AM
#139
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Mercedes' flashing brake lights idea is rejected by regulators
It's lights out for Mercedes-Benz brake light idea as U.S. regulators reject request - - HARRY STOFFER | Automotive News - - Source: Autoweek
WASHINGTON -- Sometimes the roles get reversed. Automakers want to add safety devices. Regulators object.
Mercedes-Benz sought to equip its vehicles with brake lights that would rapidly flash on and off when a driver stopped suddenly. But the National Highway Traffic Safety Administration rejected the proposal.
Mercedes argued that the flashing lights would allow motorists to ascertain whether the driver ahead was making a panic stop or braking normally. Mercedes says it has evidence that motorists would hit the brakes more quickly and avoid a rear-end crash.
But the agency replied that Mercedes had not proved that flashing lights would yield a major safety gain. So a federal rule that requires steady illumination of brake lights will stand.
"The company was disappointed by the decision," says Barry Felrice, director of regulatory affairs in DaimlerChrysler's Washington office. The European Union will allow flashing brake lights to indicate panic stops, Felrice notes.
Rear-end collisions account for more than 20 percent of all crashes, NHTSA says. They cause more than 1,600 deaths and nearly 700,000 injuries a year.
Federal regulators are studying possible remedies. They include adaptive cruise control devices that automatically slow vehicles that get too close to vehicles in front of them. Other systems would provide larger or more intense lights to signal emergency stops.
Says NHTSA Associate Administrator Steve Kratzke: "Some signal enhancements may have greater potential than simple flashing brake lamps."
Mercedes-Benz sought to equip its vehicles with brake lights that would rapidly flash on and off when a driver stopped suddenly. But the National Highway Traffic Safety Administration rejected the proposal.
Mercedes argued that the flashing lights would allow motorists to ascertain whether the driver ahead was making a panic stop or braking normally. Mercedes says it has evidence that motorists would hit the brakes more quickly and avoid a rear-end crash.
But the agency replied that Mercedes had not proved that flashing lights would yield a major safety gain. So a federal rule that requires steady illumination of brake lights will stand.
"The company was disappointed by the decision," says Barry Felrice, director of regulatory affairs in DaimlerChrysler's Washington office. The European Union will allow flashing brake lights to indicate panic stops, Felrice notes.
Rear-end collisions account for more than 20 percent of all crashes, NHTSA says. They cause more than 1,600 deaths and nearly 700,000 injuries a year.
Federal regulators are studying possible remedies. They include adaptive cruise control devices that automatically slow vehicles that get too close to vehicles in front of them. Other systems would provide larger or more intense lights to signal emergency stops.
Says NHTSA Associate Administrator Steve Kratzke: "Some signal enhancements may have greater potential than simple flashing brake lamps."
06-07-2005, 09:19 AM
#141
Outnumbered at home
I always thought brake lights should get brighter the harder you hit them, then be at full brightness when your car is at a complete stop. That way you could tell if the guy ahead was slamming on the brakes (full brightness) or just lightly braking
06-07-2005, 10:30 AM
#143
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Well I am a little confused by the wording. By flashing brake lights, they mean a high intensity output? That could potentially blind the drivers behind, especially in areas that arent lighted so well.
Now I do agree with progressive braking lights, since they dont "flash" as one brakes harder, but instead just become slightly brighter. I though the BMW 7 series already has this?
Now I do agree with progressive braking lights, since they dont "flash" as one brakes harder, but instead just become slightly brighter. I though the BMW 7 series already has this?
06-07-2005, 10:35 AM
#144
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Progressively brighter brake lamps sound far better to me.
06-07-2005, 10:37 AM
#145
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Originally Posted by 95gt
I always thought brake lights should get brighter the harder you hit them, then be at full brightness when your car is at a complete stop. That way you could tell if the guy ahead was slamming on the brakes (full brightness) or just lightly braking
06-07-2005, 10:55 AM
#146
on to the next one...
Didn't BMW try something similar to this 5-6 years ago with the 7 series?
The harder you step on the brake, the WIDER you brake lights would get,
softly, would only light up the middle of your rear window, just like current models...BUT, if you stomp on the brake, a brake light the entire width of your rear window would light up...something like that....
I always thought that was a good idea.
B
The harder you step on the brake, the WIDER you brake lights would get,
softly, would only light up the middle of your rear window, just like current models...BUT, if you stomp on the brake, a brake light the entire width of your rear window would light up...something like that....
I always thought that was a good idea.
B
06-07-2005, 11:05 AM
#147
Outnumbered at home
Originally Posted by sipark
The only problem I see with this is that the lights from different cars will have different intensities. One car's panic stop (full brightness) may not look like another cars panic stop.
yeah they would have to be regulated on what bulbs to use, how bright etc.
and as we all know more red tape = better products
06-07-2005, 11:50 AM
#148
'Big Daddy Diggler'
Sounds like a good idea, but.......Whenever i see a motorcycle with the flashing brake lights, i look at them immediately. But imagine all the ricer kids getting flashing leds for their brake lights. I would have a seizure everytime a car slowed down.
06-07-2005, 11:58 AM
#149
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Originally Posted by sipark
The only problem I see with this is that the lights from different cars will have different intensities. One car's panic stop (full brightness) may not look like another cars panic stop.
Thats why we have the high mound third light. Tail lights of one car started looking like brake lights of another. By adding the high mount third light, everyone knows when the brakes are being applied.
06-07-2005, 04:04 PM
#150
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Sounds like an interesting idea, maybe instead of having flashing brake lights though, they should integrate fast blinking hazard lights into a panic brake. People already should understand the meaning of the hazard lights especially in combination with brake lights, but may not understand whats going on with flahing brake lights all of a sudden.
06-07-2005, 04:35 PM
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I think a better solution would be to improve adaptive cruise control.
The following distance could be regulated in proportion to speed. In addition, the "rate" at which you are approaching a car with respect to the speed you are traveling could also be used to control the distance between cars.
Blinking lights are a bad solution, which is indicative of how well MB is controlling the quality of their cars.
The following distance could be regulated in proportion to speed. In addition, the "rate" at which you are approaching a car with respect to the speed you are traveling could also be used to control the distance between cars.
Blinking lights are a bad solution, which is indicative of how well MB is controlling the quality of their cars.
06-07-2005, 07:03 PM
#152
Senior Moderator
Originally Posted by sipark
The only problem I see with this is that the lights from different cars will have different intensities. One car's panic stop (full brightness) may not look like another cars panic stop.
btw I had this idea in 1987. I called it the Progressive Brake Lamp System (PBLS). I wrote a proposal and sent it to GM - never heard back from them. Maybe I should have persisted with other companies - but I think the idea was a bit too far out for anyone, at the time... I also used to draw fictional twin-turbo Mercedes with gobs of horsepower and torque that would do ridiculous performance numbers, back in the mid-late 80's. I put extremely low-profile tires on them - my favorite designer was Neeper. I drew a fictional twin-turbo Supra in 1988. But I digress....
06-07-2005, 09:44 PM
#153
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BMW and some other makes already have "adaptive" brakelights that light up more intensely depending on how hard someone is braking.
As for the blinking thing...I know I've seen it before in Tennessee. The center light is rigged so that the light blinks during braking and stays on full at stops. Someone there told me it's a factory thing, but I'm pretty sure it's aftermarket installed. And TN is the only place I've seen it (Chattanooga).
Can anyone from TN confirm this?
As for the blinking thing...I know I've seen it before in Tennessee. The center light is rigged so that the light blinks during braking and stays on full at stops. Someone there told me it's a factory thing, but I'm pretty sure it's aftermarket installed. And TN is the only place I've seen it (Chattanooga).
Can anyone from TN confirm this?
11-17-2005, 08:55 PM
#154
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Mercedes-Benz Bionic Car Pioneering First Lap
Bionic Car makes history with first Brooklands circuit lap
-First lap of new Mercedes-Benz World track at Brooklands
-Bionic Car with Bluetec technology is clean, refined and powerful
-Pioneering spirit lives on at Mercedes-Benz World
Mercedes-Benz made history again last weekend. Its stunning Bionic Car completed the first official lap of one of the tracks at its Mercedes-Benz World site at Brooklands – 98 years, 4 months and 28 days since Ethel Locke-King led a procession of cars around at the opening launch party back on 17 June 1907.
Under a crisp blue autumn sky, DaimlerChrysler Development Engineer Ralph Hettich, responsible for the Bionic Car project, became the first person to complete the first official lap of the new Brooklands track.
Building work on the impressive 155-acre site continued unhindered as the car completed its first lap of the 0.6 mile circuit loop in a time of 3m32s. Despite the low average speed – due to the 10mph speed limit in force while the site is under construction - the significance of the first lap was not lost on those present.
Pioneering spirit
"The Bionic Car perfectly embodies the enduring pioneering spirit of Mercedes-Benz, so it was the ideal vehicle to complete the first lap today;" said Peter O’Halloran, Mercedes-Benz World Director. "The Mercedes and Benz race cars at the inaugural meeting in 1907 were at the cutting edge of technology for their day, and this Bionic Car is no different. Its revolutionary design and construction shows what the future of motoring could hold, which is why it was chosen for the inaugural lap of our new track."
The new handling courses are still under construction, but already the surface is smooth enough for a complete circuit. After laying the top layer of smooth, grippy asphalt next spring, the completed tracks (totalling 1.55 miles) will give visitors a thrilling chance to experience how the Mercedes-Benz cars react to different driving conditions, including ESP® tests on wet grip circles.
The handling circuit’s tracks, adjacent 10-acre off-road course, and huge Brand Centre building will be available to customers, families and to companies which have hired the complex’s facilities. Mercedes-Benz World is already open to bookings from the end of 2006.
Mercedes-Benz World will also function as a vehicle retailer for Maybach, Mercedes-Benz and smart models. New and used vehicle sales, service and repair, and accessories will all be available alongside a display of every vehicle in the Mercedes Car Group range.
Displays of the company’s most famous models past and present, interactive displays and a low pressure ‘no hard sell’ atmosphere will all make Mercedes-Benz World the perfect venue for a wide range of users of all ages.
Future meets past
After completing the first laps of the new circuit, Mr Hettich demonstrated the Bionic Car to families who were spending their day at the Brooklands Museum. He drove along the famous old Members’ Banking, the enthusiastic crowd watching as the car got to within feet of the top of the banked circuit. This makes the Bionic Car the only vehicle in the world to have driven on both old and new Brooklands tracks.
It was an appropriate way to end an afternoon where Brooklands enjoyed a glimpse of the future; a glimpse of a car that features leading edge environmental and safety technology making history; a glimpse of the start of the next chapter in the enduring story of Mercedes-Benz and Brooklands.
Bionic Car
Mercedes-Benz designers have taken their inspiration from nature and looked at the way the body shapes of fish have evolved in order to swim efficiently. The Bionic Car is the result.
Designed to mirror the streamlined features of the tropical boxfish, the Bionic Car has been fused with the latest Mercedes-Benz diesel engine technology to deliver world-first characteristics.
Its lightweight construction and superb aerodynamics mean that the car consumes 20 per cent less fuel than regular production cars. Its drag coefficient value of only 0.19 helps deliver fuel consumption of 65.7mpg.
It has an SCR technology (Selective Catalytic Reduction) diesel engine, using Adblue to reduce nitrogen oxide emissions by up to 80 per cent, exceeding proposed Euro V emission standards expected in the UK in 2010.
Its revolutionary body shell is designed using the boxfish’s body for inspiration. It is up to 40 per cent more rigid than other cars, yet its weight is reduced by around one third. Strength and crash safety is unaffected
-First lap of new Mercedes-Benz World track at Brooklands
-Bionic Car with Bluetec technology is clean, refined and powerful
-Pioneering spirit lives on at Mercedes-Benz World
Mercedes-Benz made history again last weekend. Its stunning Bionic Car completed the first official lap of one of the tracks at its Mercedes-Benz World site at Brooklands – 98 years, 4 months and 28 days since Ethel Locke-King led a procession of cars around at the opening launch party back on 17 June 1907.
Under a crisp blue autumn sky, DaimlerChrysler Development Engineer Ralph Hettich, responsible for the Bionic Car project, became the first person to complete the first official lap of the new Brooklands track.
Building work on the impressive 155-acre site continued unhindered as the car completed its first lap of the 0.6 mile circuit loop in a time of 3m32s. Despite the low average speed – due to the 10mph speed limit in force while the site is under construction - the significance of the first lap was not lost on those present.
Pioneering spirit
"The Bionic Car perfectly embodies the enduring pioneering spirit of Mercedes-Benz, so it was the ideal vehicle to complete the first lap today;" said Peter O’Halloran, Mercedes-Benz World Director. "The Mercedes and Benz race cars at the inaugural meeting in 1907 were at the cutting edge of technology for their day, and this Bionic Car is no different. Its revolutionary design and construction shows what the future of motoring could hold, which is why it was chosen for the inaugural lap of our new track."
The new handling courses are still under construction, but already the surface is smooth enough for a complete circuit. After laying the top layer of smooth, grippy asphalt next spring, the completed tracks (totalling 1.55 miles) will give visitors a thrilling chance to experience how the Mercedes-Benz cars react to different driving conditions, including ESP® tests on wet grip circles.
The handling circuit’s tracks, adjacent 10-acre off-road course, and huge Brand Centre building will be available to customers, families and to companies which have hired the complex’s facilities. Mercedes-Benz World is already open to bookings from the end of 2006.
Mercedes-Benz World will also function as a vehicle retailer for Maybach, Mercedes-Benz and smart models. New and used vehicle sales, service and repair, and accessories will all be available alongside a display of every vehicle in the Mercedes Car Group range.
Displays of the company’s most famous models past and present, interactive displays and a low pressure ‘no hard sell’ atmosphere will all make Mercedes-Benz World the perfect venue for a wide range of users of all ages.
Future meets past
After completing the first laps of the new circuit, Mr Hettich demonstrated the Bionic Car to families who were spending their day at the Brooklands Museum. He drove along the famous old Members’ Banking, the enthusiastic crowd watching as the car got to within feet of the top of the banked circuit. This makes the Bionic Car the only vehicle in the world to have driven on both old and new Brooklands tracks.
It was an appropriate way to end an afternoon where Brooklands enjoyed a glimpse of the future; a glimpse of a car that features leading edge environmental and safety technology making history; a glimpse of the start of the next chapter in the enduring story of Mercedes-Benz and Brooklands.
Bionic Car
Mercedes-Benz designers have taken their inspiration from nature and looked at the way the body shapes of fish have evolved in order to swim efficiently. The Bionic Car is the result.
Designed to mirror the streamlined features of the tropical boxfish, the Bionic Car has been fused with the latest Mercedes-Benz diesel engine technology to deliver world-first characteristics.
Its lightweight construction and superb aerodynamics mean that the car consumes 20 per cent less fuel than regular production cars. Its drag coefficient value of only 0.19 helps deliver fuel consumption of 65.7mpg.
It has an SCR technology (Selective Catalytic Reduction) diesel engine, using Adblue to reduce nitrogen oxide emissions by up to 80 per cent, exceeding proposed Euro V emission standards expected in the UK in 2010.
Its revolutionary body shell is designed using the boxfish’s body for inspiration. It is up to 40 per cent more rigid than other cars, yet its weight is reduced by around one third. Strength and crash safety is unaffected
11-18-2005, 03:58 PM
#155
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Sirius Standard on some Mercedes-Benzes
Sirius Standard on Mercedes-Benzes
Mercedes-Benz will make Sirius satellite radio standard on some of its 2007 model-year vehicles in an extension of an agreement that will make Sirius the company's preferred flavor of sat-radio through 2012. The SL-Class, CL-Class, and all AMG and 600 vehicles will offer the radio standard, though Benz says it may add it on other models as well. Sirius is also offered on vehicles from DaimlerChrysler's Chrysler Group.
Mercedes-Benz will make Sirius satellite radio standard on some of its 2007 model-year vehicles in an extension of an agreement that will make Sirius the company's preferred flavor of sat-radio through 2012. The SL-Class, CL-Class, and all AMG and 600 vehicles will offer the radio standard, though Benz says it may add it on other models as well. Sirius is also offered on vehicles from DaimlerChrysler's Chrysler Group.
http://www.thecarconnection.com/Auto...173.A9629.html
11-18-2005, 04:20 PM
#156
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Mercedes-Benz to make Sirius satellite radio standard on some models - - Reuters / November 17, 2005 - - Source: Automotive News
BOSTON -- Sirius Satellite Radio Inc. and DaimlerChrysler AG's Mercedes-Benz USA unit on Thursday said the luxury automaker will start offering the satellite radio service as standard equipment.
Beginning with 2007-year models, which will be introduced next year, Sirius will for the first time be included as standard equipment on some Mercedes cars, including all SL-class, CL-class, AMG and 600 model vehicles.
The two companies also said Thursday that they extended through September 2012 an exclusive marketing and distribution arrangement that gives Sirius an edge over rival XM Satellite Radio Holdings Inc. with Mercedes buyers.
Beginning with 2007-year models, which will be introduced next year, Sirius will for the first time be included as standard equipment on some Mercedes cars, including all SL-class, CL-class, AMG and 600 model vehicles.
The two companies also said Thursday that they extended through September 2012 an exclusive marketing and distribution arrangement that gives Sirius an edge over rival XM Satellite Radio Holdings Inc. with Mercedes buyers.
12-08-2005, 12:27 PM
#159
Burning Brakes
Mercedes cancels by-wire brake system; decision a blow to technology's future
News
Mercedes cancels by-wire brake system; decision a blow to technology's future
JENS MEINERS | Automotive News Europe
Posted Date: 12/8/05
Mercedes-Benz is discontinuing the twice-recalled Robert Bosch GmbH braking system on the E-Class and CLS-Class sedans next summer in a move that is a blow to automotive brake-by-wire technology.
Mercedes will drop the Sensotronic Brake Control system from the E-Class in June 2006 when it introduces the car's midterm face-lift. At about the same time, the E Class-derived CLS also will lose the system. Both cars will have a conventional hydraulic braking system. "We can now offer all the comforts of SBC in a conventional system," said a Mercedes insider. "SBC was a very expensive system."
But the source also acknowledged that customers had lost confidence in the system.
Software failure
The technology eliminates the mechanical link between the driver's brake pedal and the brakes, substituting an electrical link that actuates the brake calipers.
Customer complaints were linked to the failure of software for the brake system. When the system failed, the hydraulic system took over. But that resulted in a longer stopping distance and additional brake pedal effort by the driver.
"Statistically, (the Sensotronic Brake Control is) as good as our other braking systems and sometimes better," the insider said. "But we cannot get the doubts out of customers' heads."
Mercedes' SL roadster and the low-volume SLR McLaren and Maybach supercars will retain the brake system until the end of their life cycles.
It would be too costly to re-engineer those low-volume cars to accommodate a conventional system, a source said.
Sensotronic Brake Control was supposed to highlight Mercedes' technology leadership. Instead, it created a double blow to the brand's image.
In May 2004, Mercedes recalled 680,000 vehicles to fix the complex brake-by-wire system. Then, in March 2005, 1.3 million cars were recalled, partly because of further unspecified problems with the Sensotronic Brake Control system.
$173 million price tag
Bosch has no other customers for the system, which it co-developed over nine years with DaimlerChrysler AG at a cost of 147 million euros, or about $173.3 million at current exchange rates.
A Bosch spokesman acknowledged that the system has lost some of its competitive edge.
"In 2001 we were far ahead with SBC, but conventional technology has not been standing still," the spokesman said.
"With the ESP Premium (vehicle stability system), we have all SBC functions in a conventional system."
http://www.autoweek.com/news.cms?newsId=103739
Mercedes cancels by-wire brake system; decision a blow to technology's future
JENS MEINERS | Automotive News Europe
Posted Date: 12/8/05
Mercedes-Benz is discontinuing the twice-recalled Robert Bosch GmbH braking system on the E-Class and CLS-Class sedans next summer in a move that is a blow to automotive brake-by-wire technology.
Mercedes will drop the Sensotronic Brake Control system from the E-Class in June 2006 when it introduces the car's midterm face-lift. At about the same time, the E Class-derived CLS also will lose the system. Both cars will have a conventional hydraulic braking system. "We can now offer all the comforts of SBC in a conventional system," said a Mercedes insider. "SBC was a very expensive system."
But the source also acknowledged that customers had lost confidence in the system.
Software failure
The technology eliminates the mechanical link between the driver's brake pedal and the brakes, substituting an electrical link that actuates the brake calipers.
Customer complaints were linked to the failure of software for the brake system. When the system failed, the hydraulic system took over. But that resulted in a longer stopping distance and additional brake pedal effort by the driver.
"Statistically, (the Sensotronic Brake Control is) as good as our other braking systems and sometimes better," the insider said. "But we cannot get the doubts out of customers' heads."
Mercedes' SL roadster and the low-volume SLR McLaren and Maybach supercars will retain the brake system until the end of their life cycles.
It would be too costly to re-engineer those low-volume cars to accommodate a conventional system, a source said.
Sensotronic Brake Control was supposed to highlight Mercedes' technology leadership. Instead, it created a double blow to the brand's image.
In May 2004, Mercedes recalled 680,000 vehicles to fix the complex brake-by-wire system. Then, in March 2005, 1.3 million cars were recalled, partly because of further unspecified problems with the Sensotronic Brake Control system.
$173 million price tag
Bosch has no other customers for the system, which it co-developed over nine years with DaimlerChrysler AG at a cost of 147 million euros, or about $173.3 million at current exchange rates.
A Bosch spokesman acknowledged that the system has lost some of its competitive edge.
"In 2001 we were far ahead with SBC, but conventional technology has not been standing still," the spokesman said.
"With the ESP Premium (vehicle stability system), we have all SBC functions in a conventional system."
http://www.autoweek.com/news.cms?newsId=103739
12-08-2005, 12:41 PM
#160
Good thing! What, with M-B's electronic grembling? Would you want their electronics
helping you stop your car? Mechanical will always be more reliable than electronical
in my book.
helping you stop your car? Mechanical will always be more reliable than electronical
in my book.