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THE 2010 VEE-SIX AND VEE-EIGHT
ENGINES FROM MERCEDES-BENZ
More Powerful and More Economical V6 and V8 Engines
- High output and outstanding environmental compatibility
- Third generation direct injection
- Multi-spark ignition
- Optimized water pump and demand-controlled oil pump
- Optimized timing chain and innovative camshaft adjustment
Through the use of modern innovative technologies, Mercedes-Benz has replaces a very successful engine series. The new V8 and V6 series of engines are both more powerful and more economical than the previous generation. These new engines use a start/stop function, 4MATIC all-wheel drive and combination with a hybrid module.
The V8 is in a new league of its own
While the new V8 is based on its predecessor and has the same distance between the cylinders, it has undergone further development in every
respect. For example, it has a 15-percent smaller displacement (4663 cc rather than 5461 cc) but generates 435 HP, approximately 12 percent
more power, than the preceding unit's 388 HP. Torque has been increased from 391 to 516 pound feet - an increase of 32 percent.
In the new V8, Mercedes-Benz engineers primarily achieved a high output for a lower displacement by using two turbochargers -- one for each bank of cylinders. With the turbine blades rotating at up to 150,000 rpm, the intake air is force fed at a pressure of up to 0.9 bar. The air/water intercooler and charge-air distributor are located inside the V of the engine.
The turbochargers were configured to provide high torque at low engine speeds. When compared to the previous engine, the result is an increase by more than 45 percent at 2000 rpm. No less than 440 pound feet of torque is available between 1600 and 4750 rpm.
The engine is based on a further development of the previous engine's die cast aluminum crankcase with cast-in aluminum/silicon (Silitec) cylinder liners. Crankshaft and connecting rod journal diameters were adopted from the previous engine, while for load reasons the piston compression height was raised by just under four millimeters. By reducing the lift and shortening the connecting rod by 2 millimeters, it was possible to retain the interior height of the crankcase. As a remarkable feature, the high compression ratio of 10.5:1 remains unchanged versus the prior naturally aspirated engine, showing the high efficiency of the new, turbocharged V8 when configured for premium fuel.
Key figures for the new V8 engine
| No. of cylinders | V8 |
| Displacement (cc) | 4663 |
| Bore (mm) | 92.9 |
| Stroke (mm) | 86 |
| Compression ratio | 10.5:1 |
| Output (HP at rpm) | 435 at 5250 |
| Torque (pound feet at rpm) | 516 from 1800-3500 |
The V6 particularly impresses with its low fuel consumption
In contrast to the V8 the new V6 engine is naturally aspirated. However, it has the potential for future turbocharger use thanks to the modular design concept. The new V6 is a true V6, rather than a converted V8. That is evident by the reduction in the V-angle between the cylinder banks from 90 degrees to 60 degrees. This allowed the powertrain engineers to do away with the entire balancer shaft assembly.
A completely new intake and exhaust system with a variable-resonance intake manifold was also developed for the new V6. This enabled the output of the 3499 cc engine to be increased to 306 HP. The previous 3.5 liter V6 produced 272 HP. Torque was increased from 258 pound feet to 272, and is available between 3500 and 5250 rpm.
Key figures for the new V6 engine
| No. of cylinders | V6 |
| Displacement (cc) | 3499 |
| Bore (mm) | 92.9 |
| Stroke (mm) | 86 |
| Compression ratio | 12.2:1 |
| Output (HP at rpm) | 306 at 6500 |
| Torque (pound feet at rpm) | 272 from 3500-5250 |
Innovative technology makes V6 and V8 engines fit for the future
Both the new V6 and the new V8 from Mercedes-Benz have aluminum crankcases, pistons and cylinder heads. The crankshaft, connecting rods and valves are of special forged steel.
Mercedes-Benz has achieved a considerable leap in efficiency with the use of innovative technology - including newly developed, third-generation direct injection with spray-guided combustion, multiple injection and multi-spark ignition. With this new generation of V-engines, Mercedes-Benz is clearly demonstrating that with concerted further development, internal combustion engines still have a great deal of potential
The technology package in the new engine generation includes a number of new developments that are unique in this combination:
- In combination with multi-spark ignition, a further developed, third generation direct fuel injection system with spray-guided combustion and piezo-electric injectors offers further possibilities for fuel savings - in the V8 by means of an improved, hogeneous combustion process, and in the V6 by a new, stratified combustion process with a considerably extended characteristic map and fuel-efficient lean-burn technology.
- In conjunction with start/stop technology, shift point adjustment and specific friction-reducing measures, improvements in day-to-day fuel consumption by more than 20 percent are possible.
- Power consumption by ancillary units has been reduced. These include an optimized water pump with second generation thermal management, a demand-controlled oil pump, a volume-controlled high-pressure fuel pump and an intelligent generator management system.
Lightweight construction techniques and detailed improvements have also reduced in-engine friction considerably compared to the previous engine.
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Photos & specs supplied by Mercedes-Benz
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© 2010 Marcus Blair Fitzhugh
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