Audi updates A5 with the new 1.8 TFSI engine

2012 AUDI A5

• Ample power and minimal consumption: 125 kW (170 hp) and 320 Nm (236.02 lb-ft) torque, but just 5.7 liters per 100 km (41.27 US mpg)
• New solutions in fuel injection and other fields of technology
• Fully electronic coolant regulation system

INGOLSTADT : August 4, 2011 - The engines in the updated A5 family set new standards for sportiness and efficiency. Even the base engine, the completely redesigned 1.8 TFSI, showcases the full extent of Audi’s technological competence. The engineers have developed innovative solutions in numerous fields of technology to achieve surprisingly strong performance with minimal fuel consumption.

2012 Audi 1.8 TFSI Engine

The high-end four-cylinder engine displaces 1,798 cm³ and delivers a brawny and constant 320 Nm (236.02 lb-ft) to the crankshaft between 1,400 and 3,700 rpm. Peak output of 125 kW (170 hp) is achieved at 3,800 rpm. With a manual transmission, the 1.8 TFSI accelerates the Audi A5 Coupé from zero to 100 km/h (62.14 mph) in 7.9 seconds on its way to a top speed of 230 km/h (142.92 mph). Despite all this power, it consumes just 5.7 liters of fuel per 100 km (41.27 US mpg) on average, which corresponds to best-in-segment emissions of 134 grams of CO₂/km (215.65 g/mile). Consumption has been reduced by 21 percent compared with the previous model engine.

Combustion behavior was a particular focus of the development work. In addition to FSI direct injection, the 1.8 TFSI also uses indirect injection. This system injects the fuel at the end of the intake manifold near the tumble valves, where it is swirled intensively with the air. Indirect injection is used in the part-load range. It reduces fuel consumption and particulate emissions to such an extent that the four-cylinder engine already complies with the limits of the future Euro 6 standard, which does not enter into force until 2015.

The rail pressure of the FSI system has been increased from 150 to 200 bar. The direct injection system is active when starting off and at higher loads. It can perform two or three individual injection operations per work cycle. To further optimize gas exchange, the valve control system has been given greater operating freedom. The Audi valvelift system, which adjusts the lift of the valves in two stages, is active on the exhaust side. The two camshafts can be adjusted through 30 or 60 degrees of crankshaft angle.

Fully electronic coolant regulation system

The innovative thermal management of the four-cylinder engine features a new fully electronic coolant regulation system. Two fast-switching, rotating cores, which are consolidated in a module and driven by an electric motor via a screw drive, control the flow of coolant. One of their primary objectives is to bring the motor oil up to operating temperature as quickly as possible following a cold start. This is done by keeping the coolant in the crankcase for a relatively long time. The cabin heating runs off of a separate loop in the cylinder head. The main radiator, which dissipates the heat to the environment, does not come into play until the latest possible moment.

The new rotating core module can set the water temperature between 85 and 107 degrees Celsius as a function of load and rpm to always achieve the best compromise between minimal internal friction and thermodynamic efficiency. Switchable valves throughout the cooling system manage heat flows between the engine, the heat exchanger for the transmission and the cabin. All together, the thermal management system reduces the CO₂ emissions of the 1.8 TFSI by around 2.5 g per 100 km (4.02 g/mile).

This concept benefited from the integration of the exhaust manifold into the water-cooled cylinder head. Because this also reduces the exhaust gas temperature, it is not necessary with the 1.8 TFSI to enrich the mixture at full load, which reduces fuel consumption significantly when driving sportily.

The turbocharger in the 1.8 TFSI is also an all-new design that develops the high relative boost pressure of up to 1.3 bar very systematically. Key features include a turbine wheel made from a new alloy that can withstand exhaust temperatures of up to 980 degrees Celsius, the oxygen sensor mounted directly upstream of the turbine wheel, a pulsation damper, a compressor wheel machined from a solid blank and an electric wastegate actuator that adjusts the boost pressure particularly quickly and precisely to further reduce fuel consumption.

Engine weight has been reduced from 135 to 131.5 kilograms (297.62 to 289.91 lb). The new turbocharger/cylinder head module, a new casting process for the gray cast iron crankcase that reduces wall thickness to roughly three millimeters (0.12 in) and the crankshaft with four rather than eight counterweights and reduced main bearing diameters all contributed to this weight reduction. The pistons are made of new, high-strength alloy. Lightweight polymers are used for the oil pan, and many screws are made of aluminum.

Internal friction has also been drastically reduced by the use of an innovative coating on the piston skirts and by mounting the two balance shafts that counteract the second-order inertial forces in roller bearings. The regulated oil pump requires little energy itself, and the oil-jet cooling for the piston heads is controlled via a high-precision electric system.

[Source : AUDI]

Mazda develops highly efficient "SKYACTIV-G 1.3" direct-injection gasoline engine

Mazda SKYACTIV-G 1.3 engine

HIROSHIMA : May 18, 2011 - Japan—Mazda Motor Corporation has announced that the "SKYACTIV-G 1.3" direct-injection 1.3-liter gasoline engine will be the first of its next-generation SKYACTIV technologies to be introduced to the market. Mazda will unveil the engine at the Automotive Engineering Exposition that will be held from May 18 through 20, 2011, at the Pacifico Yokohama convention center near Tokyo, Japan.


The breakthrough SKYACTIV-G 1.3 achieves a record high compression ratio (for a regular gasoline mass production automobile engine) of 14.0:1 and exhibits high efficiency, especially under high load at low rpm. In order to avoid knocking – an unavoidable issue with conventional high-compression engines – the SKYACTIV-G 1.3 features a number of new technologies, such as piston cavities that are specially designed to support ideal combustion, and multi-hole injectors that enable precise fuel injection control.

Mazda plans to introduce the SKYACTIV-G 1.3 to the Japanese market in the facelifted Mazda Demio (known overseas as the Mazda2) during the first half of 2011. It will be the first ever 1.3-liter direct-injection gasoline engine to be equipped in a compact car manufactured in Japan. Combined with Mazda's unique idling stop system, i-stop, and a continuously variable transmission (CVT), SKYACTIV-G 1.3 will achieve fuel economy of 30km/L under Japan's 10-15 mode test cycle.

Mazda has applied for over 130 patents in relation to the engine (as of the end of February, 2011).

SKYACTIV TECHNOLOGY is the umbrella term for Mazda's range of next-generation technologies – including gasoline and diesel engines, transmissions, and a new body and chassis – that significantly improve vehicle driving dynamics as well as environmental and safety performance. The SKYACTIV-G 1.3 that is equipped in the facelifted Mazda Demio adopts all of Mazda's SKYACTIV engine technologies except for the exhaust manifold. It also features other new components that are exclusive to the Demio, such as a cooled EGR* system.

Under its Sustainable Zoom-Zoom vision, Mazda aims to deliver outstanding driving pleasure as well as environmental and safety performance, and is committed to increasing its global fleet fuel economy by 30 percent by 2015, compared with the 2008 level.

Main features of the SKYACTIV-G 1.3 engine

• Highly efficient automobile gasoline engine and the world's first to achieve a compression ratio of 14.0:1
• Multi-hole injectors enable precise fuel injection control for ideal combustion
• Mazda's first dual sequential valve timing system (dual S-VT with electronically-operated intake) in combination with the high compression ratio achieves an unconventional Miller cycle (extremely delayed closure of intake valves) that improves efficiency
• Compact combustion chambers have a longer stroke for better efficiency
• Piston cavities are specially designed to support ideal combustion
• 30 percent less mechanical friction, due to a narrower crankshaft, new roller followers and low-tension piston rings that also reduce oil consumption
• Various countermeasures to prevent knocking, including a cooled EGR system
• An updated version of Mazda's innovative idling stop system, i-stop, improves fuel economy by eight percent. It operates with a higher frequency, requires less fuel to restart, and achieves a smoother restart
• A lightweight and highly rigid aluminum alloy engine block

Major specifications of the SKYACTIV-G 1.3

• Inline four-cylinder 1.3-liter direct-injection engine (with i-stop)
• Engine displacement : 1.298 c.c.
• Bore and stroke : 71.0mm x 82.0mm
• Compression ratio : 14.0:1
• Maximum output (net) : 62kW@5,400rpm (84ps@5,400rpm)
• Maximum torque (net) : 112Nm@4,000rpm

* EGR: Exhaust Gas Recirculation

[Source : MAZDA]

Ward’s names 10 best engines winners

2011 Volvo S60 T6 3.0 Turbocharged Engine

The auto industry is embracing the age of electrification, and so too is the Ward’s 10 Best Engines list. Both the Nissan Leaf electric vehicle and Chevrolet Volt extended-range EV earn their way onto the 2011 list, as selected by Ward’s editors after evaluating 38 vehicles with new or significantly improved engines for the ’11 model year.


But fuel efficiency and environmental friendliness are not the most important criteria for eligibility this year, as seen by recognition of the new 5.0L V-8 in the Ford Mustang GT, 5.0L V-8 in the Hyundai Genesis and the 3.0L supercharged V-6 in the Audi S4.

“We have something for everybody on this year’s Ward’s 10 Best Engines list,” says Drew Winter, editor-in-chief of Ward’s AutoWorld magazine. “It’s the most diverse mix we’ve ever had, as well as the most technologically advanced.”

This year’s winners and the applications tested:

• 3.0L TFSI Supercharged DOHC V-6 (Audi S4)
• 3.0L N55 Turbocharged DOHC I-6 (BMW 335i)
• 1.6L Turbocharged DOHC I-4 (Mini Cooper S)
• 3.6L Pentastar DOHC V-6 (Dodge Avenger)
• 5.0L DOHC V-8 (Ford Mustang GT)
• 1.4L DOHC I-4/111kW Drive Motor (Chevrolet Volt)
• 5.0L Tau DOHC V-8 (Hyundai Genesis)
• 80kW AC Synchronous Electric Motor (Nissan Leaf)
• 2.0L DOHC I-4 Turbodiesel (Volkswagen Jetta TDI)
• 3.0L Turbocharged DOHC I-6 (Volvo S60)

Now in its 17th year, the Ward’s 10 Best Engines competition is designed to recognize powertrains that set new benchmarks in their respective vehicle segments.

“The one thing they have in common is they all are stand-out performers in their own way and sell the value proposition of the vehicles they power,” Winter says.

Ward’s editors spent October and November driving the vehicles in their routine daily commutes around metro Detroit and scored each engine based on power, technology, observed fuel economy and noise, vibration harshness. There was no instrumented testing.

This year’s list represents the biggest turnover in the history of the competition, with six completely new engines or propulsion systems, two heavily modified engines (from BMW AG and Hyundai Motor Co. Ltd.) and only two direct carryover engines (from Volkswagen AG and Audi AG) from the 2010 list.

The Audi S4 supercharged V-6 muscles its way onto the list for a second straight year with a stealthy 333 hp and 325 lb.-ft. (440 Nm) of torque that peaks at 2,900 rpm and holds steady until 5,300 rpm. The effect is all-consuming, washing over the driver like waves on a beach.

Through it all, the TFSI V-6 manages better than 25 mpg (9.4 L/100 km) on the highway during Ward’s evaluation. Having replaced a gas-guzzling 4.2L V-8, the forced-induction V-6 demonstrates how engine downsizing need not come with a performance penalty.

BMW’s well-regarded 3.0L N54 twin-turbocharged inline-6 earned Ward’s 10 Best Engines honors in 2007, 2008 and 2009. For 2011, the N55 I-6 in the 335i replaces the two compressors with a single twin-scroll turbocharger that saves weight, improves throttle response, boosts fuel efficiency (15% over the N54) and reduces friction, while decimating the notion of turbo lag.

Integrating the third-generation Valvetronic intake and Double-VANOS stepless variable valve timing, the 300-hp “Twin Power” N55 reaches its torque apex of 300 lb.-ft. (407 Nm) at a mere 1,200 rpm, propelling the 335i sedan with shocking ease. For drivability and smoothness, the N55 is unparalleled.

Another new engine on this year’s list is the 1.6L turbocharged direct-injection I-4 that packs a mighty punch in the Mini Cooper S. With a specific output of 113 hp/L, this package quickly rose to the top of a crowded field of new small-displacement 4-cyl. engines in this year’s competition.

The latest “Prince” engine in the Cooper S is assembled for BMW by PSA Peugeot Citroen in Douvrin, France, and integrates BMW’s excellent Valvetronic fully variable valve timing system, which enhances power and fuel efficiency. Driven hard, this prince of an engine still musters better than 34 mpg (6.9 L/100 km) during our test drive.

Freshly launched from Chrysler Group LLC’s Trenton, MI, and Saltillo, Mexico, engine plants, the all-new 3.6L Pentastar V-6 arrives with extremely high expectations, powering 10 model-year ’11 applications ranging from sedans to SUVs.

Ward’s editors drove the Dodge Avenger and Jeep Grand Cherokee for 10 Best Engines and found the Pentastar up for any challenge. Even without direct injection and turbocharging, the V-6 does not seem to lack sophistication. At idle, it is as quiet as a whisper. After driving the Avenger, one editor said it’s difficult to believe an engine this good is in such an affordable car.

The Ford Mustang has a long history with V-8s, but pony-car aficionados formed a special bond with the 5.0L V-8 that launched in 1979. For ’11, the all-aluminum “Five-Oh” returns, dazzling potential buyers with 412 hp and advanced twin independent variable camshaft timing, which boosts low-end torque, peak power and fuel economy.

Of course, few 5.0L buyers are shopping MPG. For those who are, one Ward’s editor exceeded 19 mpg (12.3 L/100 km) in mostly highway driving. This engine might be politically incorrect by today’s standards, but there is a place for it in the market. Embrace your inner muscle car and enjoy this burly V-8 as long as the Environmental Protection Agency deems it street legal.

Like Chrysler, General Motors Co. was pulling itself out of bankruptcy little more than a year ago. Meanwhile, it was developing a car that revolutionizes mobility: the Chevrolet Volt. Some consider it a glorified hybrid while others just don’t understand it.

Here are the facts: It plugs into a 120V wall socket and charges in 10 hours, or four hours on a dedicated 240V charger. Depending on several factors, the range will last anywhere from 25 to 40 miles (40 to 64 km), at which point an 84-hp 1.4L 4-cyl. engine imperceptibly kicks on to spin a generator that continues turning the wheels.

The EPA rates the Volt’s overall combined fuel efficiency at 60 mpg (3.9 L/100 km); in electric mode, the rating is 93 mpg equivalent (2.5 L/100 km). Drive the Volt almost exclusively in electric mode and gas stations will become less a part of daily life. The “Voltec” propulsion system is brilliant – a technological masterpiece.

Returning to the Ward’s 10 Best Engines list is Hyundai’s excellent Tau V-8. In 2009, when Hyundai’s first-ever V-8 won a Ward’s 10 Best Engines award, it displaced 4.6L, employed conventional port injection and produced 375 hp. In 2010, it was tweaked to generate 385 hp.

For ’11, the Tau returns practically as a clean-sheet design, with more displacement (5.0L), direct injection and staggering output (429 hp and 376 lb.-ft. [510 Nm] of torque) for the Genesis and Equus flagship sedan.

Meanwhile, fuel efficiency is rated higher with the new Tau than the current 4.6L. During our drives of the 5.0L, Ward’s editors achieved 19 mpg (12.3 L/100 km). It’s enough savvy thrust for this scrappy South Korean upstart to command respect among the world’s best luxury brands.

Nissan Motor Co. Ltd. manages the first-ever Ward’s 10 Best Engines award for an all-electric vehicle, the Leaf. True, the Leaf has no engine – just a battery-powered electric motor that turns the wheels through a single speed reducer.

What’s remarkable about the Leaf is how much it feels like a conventional car, with four doors, five seats and accelerator and brake pedals that could have been borrowed from a Nissan Versa, or any other gas-driven subcompact. The Leaf is affordable – about $25,000 with a federal tax credit – and a thrill to drive.

Range anxiety is a hurdle, just like in 1908, when the first Ford Model T buyers worried about finding gas stations. But an electrical socket – ubiquitous in the developed world – is all that is needed for people who want to own and drive a Leaf, while consuming no gasoline and creating zero emissions. As a propulsion system, it truly deserves recognition.

The Volkswagen Jetta TDI, with its 2.0L 140-hp turbodiesel, becomes the dean of the Ward’s 10 Best Engines list, the only returning winner with three consecutive wins at the same output levels with the same technologies onboard.

This quiet, pleasurable, torque-rich 4-cyl. demonstrates the finest attributes of the new generation of clean diesels, using regenerating particulate filters and oxidation catalysts to meet federal emissions standards.

The 2.0L engine’s small footprint lets it function without expensive urea-injection aftertreatment. There is no better vehicle for a roadtrip than the Jetta TDI, capable of 42 mpg (5.6 L/100 km).

Last but not least, Volvo Car Corp. lands its first Ward’s 10 Best Engines honor, for the 3.0L turbocharged I-6 in the S60 sedan. Volvo clearly benchmarked BMW in developing the supremely smooth “T6” engine, based on its delicious mid-range power band and paucity of turbo lag.

This engine is perfectly suited for the all-new S60 and powers it into contention against bigger, better-established luxury entries. The T6 creates a new performance-oriented dimension for a brand seeking to expand under new Chinese ownership.

To be eligible for the competition, each engine must be available in a regular-production U.S.-specification model on sale no later than first-quarter 2011, in a vehicle priced no more than $55,000, a price cap indexed to the average cost of a new vehicle.

Winners from the 2010 competition automatically were eligible and evaluated against the new engines.

The awards will be presented at a Jan. 12 ceremony in Detroit during the North American International Auto Show.

[Source : WARDSAUTO]

AMG powerful and efficient : an eight-cylinder developing up to 420 kW (571 hp)

2010 MercedesBenz S63 AMG

AFFALTERBACH : March 9, 2010 – AMG is writing another chapter in its "AMG Performance 2015" drive system strategy: a completely newly developed AMG 5.5-litre V8 biturbo engine with a peak output of up to 420 kW (544 to 571 hp) and maximum torque of up to 900 newton metres will enter the lineup in summer 2010. The new eight-cylinder unit known internally as the M 157 impresses with a wealth of technological highlights such as direct petrol injection with spray-guided combustion and twin turbochargers.


This innovative, autonomously developed eight-cylinder power unit from Affalterbach sets new standards in terms of fuel consumption and exemplary efficiency: the new S 63 AMG, in which the V8 biturbo will have its market debut, consumes only 10.5 litres per 100 kilometres (NEDC combined consumption, provisional figure). This represents a saving of 25 percent compared to the current S63 AMG. An intelligently designed power transfer plays a major part in this: the unique AMG SPEEDSHIFT MCT 7-speed sports transmission combines dynamism with economy, and includes a new start/stop function in the "Controlled Efficiency" driving mode. The new engine/transmission combination is the epitome of exclusivity, sophistication, high performance and economy.

The S 63 AMG showcar is a homage to the impressive history of powerful AMG V8 engines: visually this high-performance saloon resembles the spectacular 300 SEL 6.8 AMG, the racing car that won a class victory and second place in the overall ranking for AMG at the 24-hour race in Spa-Francorchamps (Belgium) in 1971 – and made the company world-famous overnight.

"AMG Performance 2015" as the continuation of a success story

Mercedes-AMG is continuing this impressive story with its "AMG Performance 2015" strategy, and meeting its promise to continuously reduce both the fuel consumption and emissions of new models with the new engine/transmission combination – while reaching new heights with the central brand value of "performance".
The new AMG 5.5-litre V8 biturbo engine will play a major part in the Mercedes-AMG model strategy over the next few years. The unique AMG SPEEDSHIFT MCT 7-speed sports transmission will also guarantee a thrilling yet economical power transfer in future AMG high-performance cars. The new engine/transmission combination is another milestone in the success story of Mercedes-AMG, which began in 1967. Another highlight in the company's more than 40-year history it undoubtedly the SLS AMG: this gull-wing model due to be launched on 27 March 2010 is the first automobile to be completely independently developed by Mercedes-AMG. It means that as the performance brand within Mercedes-Benz Cars, AMG is not only fielding a masterpiece but also demonstrating development expertise at the highest level.

Petrol direct injection with spray-guided combustion

Direct petrol injection with spray-guided combustion and twin turbocharging

Whilst the AMG 6.3 litre V8 naturally aspirated engine has a displacement of 6208 cc the new AMG 5.5-litre V8 biturbo unit makes do with 5461 cc. The use of direct injection technology results in a reduction of exactly 747 cubic centimetres and increases efficiency. For the first time, AMG is also utilising the advantages of direct petrol injection with spray-guided combustion and piezo-electric injectors: thanks to its higher thermodynamic efficiency, this technology makes more efficient use of fuel and leads to lower exhaust emissions. AMG combines this spray-guided combustion with twin turbochargers. Other highlights include a crankcase wholly of aluminium, four-valve technology with adjustable camshafts, an air/water intercooler, generator management and a start/stop function as standard.

This high-tech package leads to a high output and torque yield, together with fuel consumption figures that are unrivalled in the competitive lineup. The AMG 5.5-litre V8 biturbo engine develops a peak output of 400 kW (544 hp) and maximum torque of 800 newton metres. In conjunction with the AMG Performance package these figures are increased to 420 kW (571 hp) and 900 newton metres. A look at the performance diagrams shows that no other engine in this output class achieves the figures delivered by the new AMG biturbo. The major difference between the two performance classes is an increase in the maximum charge pressure from 1.0 to 1.3 bar.

Quantum leap: fuel consumption reduced by 25 percent

With a provisional NEDC fuel consumption of 10.5 litres per 100 kilometres, the new S 63 AMG is 3.9 litres more economical than the preceding model powered by the naturally aspirated AMG 6.3-litre V8 – despite an increase in output by 14 kW (19 hp) resp. 34 kW (46 hp) and in torque by 170 and 270 newton metres. Engine specialists consider this achieved fuel saving of more than 25 percent to be nothing less than a quantum leap. CO2 emissions have likewise been significantly reduced: at 246 grams per kilometre, the figure is 28.5 percent lower than for the previous model.

With figures like these, the new S 63 AMG is not only considerably better than all its competitors, but also more fuel-efficient than much less powerful cars in this segment. Taking into account its enormous performance and torque figures the new AMG 5.5 litre V8 biturbo engine is in parts twice as efficient as many mid-segment or compact-class diesel engines.

At the same time the S 63 AMG delivers superior performance at sports car level: the high-performance saloon accelerates from zero to 100 km/h in 4.5 seconds, and has an electronically limited top speed of 250 km/h. The 100 km/h mark is reached in just 4.4 seconds with the AMG Performance package, with the top speed increased to an electronically limited 300 km/h.

The new AMG 5.5 litre V8 biturbo engine

Engine production – tradition of hand-built excellence

Like all other AMG engines, the new eight-cylinder biturbo is assembled by hand in the AMG engine shop taken into commission in 2002. A single, highly-qualified technician assembles the M 157 according to the "one man, one engine" philosophy, maintaining the very strictest quality standards. This painstaking care is attested to by his signature on the characteristic AMG engine plate.

AMG CEO Volker Mornhinweg: "Efficiency plus performance"

"With the new AMG V8 biturbo engine and the AMG SPEEDSHFT MCT 7-speed sports transmission, we are confronting the challenges of the future and focussing on fuel consumption and exhaust emissions even more intensively than before. Our new high-performance engine shows that AMG occupies a leading position in terms of both efficiency and our brand commitment to "performance," says Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.

"The new AMG V8 biturbo engine is yet another milestone in our impressive V8 history. For the first time we have combined spray-guided direct petrol injection with turbocharging. With this high-tech package we are "best in class" with respect to fuel consumption, output and torque," says Friedrich Eichler, Head of Engine and Powertrain Development at Mercedes-AMG.

Key figures at a glance:*

	AMG 5.5-litre V8 biturbo engine
Displacement	5461 cc
Bore x stroke	98.0 x 90.5 mm
Compression ratio	10.0:1
Output	400 kW (544 hp) at 5500 rpm 420 kW (571 hp) at 5500 rpm**
Max. torque	800 Nm at 2000-4500 rpm 900 Nm at 2500-3750 rpm** at 2500-3750 rpm*
Engine weight (dry)	204 kg
Power/weight ratio	0.41 kg/hp 0.39 kg/hp**

* provisional figures; ** with AMG Performance package

Exciting power delivery, characteristic sound

These on-paper figures raise high expectations which the 400 kW (544 hp) AMG 5.5-litre V8 biturbo certainly meets. The flat torque curve ensures enormous pulling power in all speed ranges: 670 newton metres are already available at 1500 rpm, and the maximum torque of 800 newton metres is delivered just 500 rpm later, remaining constant to 4500 rpm. Even more effortless performance is ensured by the engine variant with the AMG Performance package, which has a peak output of 420 kW (571 hp). In this case the eight-cylinder delivers 875 newton metres of torque at just 2000 rpm, with a constant 900 newton metres available between 2500 and 3750 rpm.

It is not only the unrivalled torque delivery of this turbocharged eight-cylinder that makes the heart beat faster, as the agile responsiveness with no irritating charger delay leads to an effortlessness and dynamism previously unknown in this output class. All perfectly matched by the characteristic, sonorous engine note. Moreover, this AMG high-performance engine naturally meets all the requirements with respect to smooth, quiet running and the comfort on long journeys that is to be expected of a Mercedes.
MCT 7-speed sports transmission with Controlled Efficiency mode and start/stop function

Power is transferred by the AMG SPEEDSHIFT MCT 7-speed sports transmission used exclusively by AMG, which is already familiar from the SL 63 AMG and E 63 AMG and combines high emotional appeal with outstanding driving dyna-mics and a high level of efficiency. The wet start-up clutch replaces a conventional torque converter, and helps to save fuel. The exemplary fuel economy is also in large measure due to the standard start/stop function. This system is active in the transmission's Controlled Efficiency ("C") mode, and switches the eight-cylinder engine off when the car comes to a stop. In "C" mode the sports saloon always starts off in second gear, and the transmission shifts to the next, higher gears at a decidedly early stage. With its high torque at low engine speeds, the V8 engine encourages a smooth, effortless driving style.

The eight-cylinder biturbo engine also features the generator management system familiar from the E 63 AMG: whenever the engine is on the overrun or when braking, kinetic energy is used to charge the battery rather than being wasted as heat in the usual way. In all other operating modes a combination of onboard network and generator management enables the generator to be kept at a low voltage. This reduces the load on the engine and makes for fuel savings of around 0.15 litres per 100 kilometres according to the NEDC standard, and up to 0.2 l/100 km in city traffic with its frequent overrun and braking phases.

Long tradition of powerful AMG V8 engines

Powerful eight-cylinder engines are an integral part of AMG's history. 2005 saw the debut of the AMG 6.3-litre V8 engine known as the M 156. Depending on the model, this naturally aspirated, high-revving unit develops up to 386 kW (525 hp) and 630 newton metres. Reserved exclusively for the new SLS AMG, the M 159 with the same displacement of 6.3 litres has a peak torque of 420 kW (571 hp) and maximum torque of 650 newton metres. Another milestone in the history of AMG engines was the supercharged AMG 5.5-litre V8 engine introduced in 2001: the M 113 K developed up to 428 kW (582 hp) and 800 newton metres of torque. Even more power was forthcoming from the supercharged AMG 5.5-litre V8 engine of the SLR McLaren dating from 2003 – the M 155 generated up to 478 kW (650 hp) and 820 newton metres.

The supercharged AMG 5.5-litre V8, the AMG 6.3-litre V8 and the AMG 6.0-litre V12 biturbo were all able to win the Best Performance Engine category in the International Engine of the Year Awards.

The first AMG four-valve V8 accelerates "The Hammer" to 303 km/h

Another important engine in the AMG story was the M 117, its first eight-cylinder unit with four-valve technology. With a displacement of 5.6 litres, 265 kW (360 hp) and 510 newton metres of torque, this V8 accelerated the 300 CE 5.6 AMG to a top speed of 303 km/h in 1987. This made the coupé the fastest German car in series production, and American fans reverently christened it "The Hammer".

The S 63 AMG showcar harks back to the historic success in 1971

A historic success was achieved by the 300 SEL 6.8 AMG in 1971: powered by an AMG V8 engine with a displacement of 6.8 litres and developing 315 kW (428 hp), this signal red racing saloon crossed the finishing line in second place during its very first outing at the 24-hour race in Spa-Francorchamps (Belgium), securing victory in its class.
The spectacular S 63 showcar is homage to this triumph, which made AMG world-famous overnight although the company had only been founded in 1967: decorated with sponsoring stickers identical to those on its historic predecessor, this powerful S-Class made by Mercedes-AMG is a sensation. The imposing tyres in size 275/35 R 20 and 325/30 R 20 at the front and rear are just as eye-catching as the 4.5-centimetre wider front wings on each side. The discerning car-lover will even discover exotic wood trim in the style of the original car in the interior. The showcar is powered by the new AMG 5.5-litre V8 biturbo engine and the AMG SPEEDSHIFT MCT 7-speed sports transmission.

Images : Mercedes-Benz S63 AMG

[Source : DAIMLER-AMG]

Volvo launches an energy-efficient 2-litre GTDi engine with unique turbo system

Volvo 2.0-litre GTDI Engine

GOTHENBURG : January 28, 2010 - Volvo Car Corporation is introducing an all-new four-cylinder 2-litre GTDi (Gasoline Turbocharged Direct Injection) engine in the Volvo S80, V70 and XC60, offering great performance and efficiency all in one.


New Volvo-developed turbocharging technology, direct injection and twin variable camshafts give a unique combination of low fuel consumption, low emissions and high performance across a wide rev range - all in a particularly compact format.

The new petrol engine, the 2.0 GTDi, produces no less than 203 hp despite its compact size and cylinder capacity. It pumps out 300 Nm of torque already from 1750 rpm thus securing a refined driving experience.

"We've succeeded in making a four-cylinder engine that is as powerful as a 2.5-litre five-cylinder unit, and it's also much more energy-efficient. This is a very welcome both for those customers who want high performance as well as supreme driveability and for the environment that benefits from the improved fuel efficiency. One of the most important reasons behind the results is our new, patented turbo system that has been tailor-made for smaller energy-efficient engines," says Magnus Jonsson, head of Product Development at Volvo Cars.

Less is more - Meet the next generation turbo technology

The turbocharger system has been developed in cooperation between Volvo Cars, Borg-Warner Turbo System and steel component manufacturer Benteler Automotive. The turbocharger (K03) is the market's smallest in relation to the engine's maximum output. The turbo not only gives excellent performance properties, it also improves exhaust aftertreatment by enabling quick heating of the catalyst.

The turbine housing is integrated into the manifold, an efficient solution with which Volvo already had previous good experience. The difference is that the new manifold and turbine housing are made of sheet steel instead of a casting. The sheet is lighter and more compact and, above all, this system generates less heat owing to its extra insulating layer. This allows high gas flow temperature and thus more efficient combustion.

A manifold made of sheet steel is admittedly nothing new but so far it has only been used in combination with cast turbine housing. The new, fully integrated turbo package made entirely of sheet steel is a world innovation and has been patented by Volvo.

This innovative technology has made it possible to shape the exhaust ducts optimally to allow an optimal gas flow and generate the maximum pulse effect for the highest possible turbine efficiency. The pulse dynamics can thus be utilised to the limits in order to generate a high power output level across a wider range of engine revs. This translates into close to immediate response and good acceleration at both low and high speeds.
"High performance is important to many customers. However, being an innovative and highly efficient powertrain, there is also a significant gain in both fuel consumption and emissions with this technology" says Magnus Jonsson. "A Volvo S80 with this engine and automatic transmission consumes just 8.3 litres of fuel per 100 kilometres."

Efficient direct injection starts the turbo quickly

The new engine features direct injection. The injectors have seven holes for precisely controlled injection into each cylinder. The injectors are side-mounted.

Direct injection gives a high fill rate in the combustion chamber, efficient combustion and low emissions. Thanks to this high fill rate, the turbo also starts spinning earlier, delivering alert response from low revs. This in turn results in swift acceleration and good driveability even from low speeds.

Direct injection also contributes to quick and stable combustion at high loads, and thus smooth engine operation even when the accelerator is floored.
The injection system is supplied by Bosch.

Twin VVT (Variable Valve Timing)

Volvo's new GTDi engine utilises variable timing for both camshafts. Both the inlet and the exhaust valves' opening times can be varied to optimise the overlap and ensure the correct fill rate in the combustion chamber irrespective of engine revs. This gives the combustion process maximum efficiency throughout the rev range and helps generate rapid acceleration at all speeds.

Both VVTs are of the conventional vane-type. The rotation of the inner and outer rotor is regulated by hydraulic pressure from the engine oil. By opening and closing the oil control valves, the oil pressure and flow through the VVTs are changed until the desired angular deviation between the inner and outer rotor is achieved. The oil control valves are controlled by software in the Engine Management System using feedback from the cam position sensors.

"By combining direct injection and VVT with our new patented turbo system, we can offer an engine with low fuel consumption and low emissions, without having to compromise on performance or driving properties," says Magnus Jonsson. "We have created an engine that is as efficient in the city as it is on the highway. And since the design is based on an already-existing engine concept, we can offer more car buyers a highly fuel-efficient alternative at a reasonable price."

In combination with Powershift or manual gearbox

The engine will be offered in combination with Volvo's automatic six-speed Powershift transmission or a six-speed manual gearbox.

This new six-speed double-clutch automatic transmission combines the efficiency and driving dynamics of a manual transmission with the ease of a quality automatic transmission. The clutch activations are co-ordinated so that no torque interruption occurs during gear changing. This provides both the ease and permanent motion of a conventional automatic transmission and the performance of a manual transmission.

A key global powertrain for Volvo

Volvo's new 2.0 GTDi engine is being initially launched on markets that offer tax incentives for engines below two litres in displacement: South-East Asia, the Netherlands, China and Japan.

Engine specifications
Engine designation	2.0 GTDi
Engine type	4-cylinder petrol turbo engine
Cylinder displacement	1999 cm3
Cylinder bore	87.5 mm
Stroke	83.1 mm
Compression ratio	10:1
Valves per cylinder	4
Camshafts	DOHC
Max power output	149 kW (203 hp) / 6000 rpm
Max torque	300 Nm / 1750-4000 rpm, overboost 320 Nm
Turbo boost	90 kPa
Emission level	Euro 5, J-ULEV

Performance and fuel consumption (man/auto)	Volvo S80	Volvo V70	Volvo XC60
Acceleration 0-100 km/h, sec	7.9/8.5	8.3/8.9	9.6 (automatic)
Fuel consumption, l/100 km	7.9/8.3	8.1/8.4	8.6 (automatic)
Emissions, grams, CO2	184/193	189/195	199 (automatic)

Images : Volvo 2.0-litre GTDI Engine

[Source : VOLVO]