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Mercedes-Benz E 400 CDI: smooth diesel power
from eight cylinders
Stuttgart, Feb. 13, 2003 -- From the spring of 2003, the Mercedes-Benz E-Class will be available in a version with the worlds most powerful V8 passenger car diesel engine. The bi-turbo unit with common rail direct injection, together with other high-tech innovations, is capable of developing 191 kW/260 hp from a displacement of 3996 cubic centimetres. Through specific detailed improvements to the engine, the charge-air cooling and the exhaust system, the Mercedes engineers have managed to achieve an increase in power output of 7 kW/10 hp over the V8 diesel engines in the S, M and G-Class.
The maximum torque of 560 Newtonmetres, available between 1700 and 2600 rpm, is also among the best for a diesel-powered passenger car. As a result, the car is capable of swift acceleration and powerful intermediate bursts of speed: the E 400 CDI reaches 100 km/h from a standing start in just 6.9 seconds, while the figure of 6.7 seconds for its acceleration from 60 to 120 km/h truly demonstrates its remarkable tractive power.
These are new top figures for a diesel in this vehicle class. The bi-turbo engine has demonstrated its further qualities in the fuel consumption tests of the European test cycle. The EUDC combined consumption figure is only 9.4 litres per 100 kilometres, thus allowing the E 400 CDI to cover more than 850 kilometres on one 80-litre tank of fuel.
The arrival of the new top-of-the-range CDI model means that there are now five state-of-the-art direct injection diesel engines in the Mercedes-Benz E-Class Saloon range. Their output ranges from 90 kW/122 hp in the E 200 CDI to 191 kW/260 hp in the E 400 CDI. As well as a five-speed automatic transmission, the standard equipment of this most powerful of diesel-powered passenger cars includes the electronically controlled air suspension system AIRMATIC DC (Dual Control), the four-zone luxury climate control system THERMOTRONIC, 17-inch light-alloy wheels and speed-sensitive power steering.
Engine technology: a unique combination of diesel
Turbocharger: electric controls for spontaneous
The cooling of the intake air compressed by the turbochargers is undertaken by a water-cooled intercooler attached to a special low-temperature water cooler that is kept supplied with coolant by a separate electric circulation pump. This lowers the air temperature by up to 100 degrees Celsius, ensuring that the engine uses more air and can thus develop more power.
injection: common rail system with adjustable high-pressure pump
Cylinder heads: high cylinder charging even
in partial load range
Spiral intake ports in the cylinder heads, one of which in each case is optimised for swirl, the other for flow, and which are precisely matched to the symmetrically formed combustion chambers, set the air into fast-swirling motion and so ensure the ideal mixture of fuel and intake air in the partial-load range. An electro-pneumatic intake port cut-out also comes into effect in the partial-load range. By temporarily cutting off one intake port, this increases further the swirl speed of the fuel-air mixture and thus the cylinder charging rate.
Exhaust gas recirculation: demand-responsive
control depending on engine load and speed
There are two recirculation valves for the exhaust gases one per cylinder bank. These are controlled electrically by a rotary magnet and regulate the amount of exhaust gas which is recirculated, depending on the load on the engine, in a defined ratio to the intake air. Exhaust gases also flow through a heat exchanger, where they are further cooled.
The emissions limits of the new eight-cylinder diesel engine fall well within the EU 3 emissions limits, not only with the help of its efficient exhaust gas recirculation system, which contributes primarily to the reduction of nitrogen oxide emissions, but above all thanks to its sophisticated catalytic converter system. This consists of two exhaust-gas purifiers located near the engine, which begin to act as oxidation catalysts very soon after a cold start and which are responsible for reducing the level of hydrocarbons and carbon monoxide by chemical bonding with oxygen.
Combination: balancing shaft with centrifugal
The solid base of the V8 engine with CDI technology is formed by an aluminium
crankcase, manufactured according to a new sand-casting method. The advantage
of this is its increased strength, which has given the engineers much
more scope in terms of engineering design. For the first time, for example,
they have been able to integrate the timing case as well as the oil ducts
and returns directly into the crankcase itself. This aluminium construction
method not only improves the smoothness of the engine, but also helps
reduce its weight: the crankcase of the V8 engine, at 56.2 kilograms,
is approximately 17 per cent lighter than the comparable component in
the CDI six-cylinder unit of the E 320 CDI. The eight-cylinder engine,
with all its ancillary components, weighs a total of 245 kilos and is
thus the lightest diesel unit in this displacement category.
Although New-Cars.com checks with auto manufacturers and their representatives to confirm the accuracy of the data, it makes no guarantee or warranty, either expressed or implied with respect to the data presented here. All specifications, prices and equipment are subject to change without notice.
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