AMG 5.5-litre V8 biturbo engine with 386 kW (525 hp)
Output boosted by 24 kW (32 hp) with AMG Performance
package
Scintillating power delivery, pulling power and engine
sound
Fuel consumption reduced by 4.7 litres/100 km or 28
percent
Standard-fit ECO start/stop function helps to save fuel
AMG SPEEDSHIFT PLUS 7G-TRONIC with three transmission
modes
Higher output but lower consumption: the new ML 63 AMG will
help Mercedes-AMG achieve its goal of continuously reducing
fuel consumption and emissions in new models over the coming
years whilst also further enhancing the brand value
"Driving Performance". Despite an increase in
maximum output from 375 kW (510 hp) to 386 kW (525 hp)
compared to the outgoing model, the new ML 63 AMG has
relatively low fuel consumption of 11.8 litres per 100
kilometres (NEDC combined, 276 g CO2/km), making the
high-performance SUV one of the best in its competitive
segment.
Output is up 11 kW (15 hp) yet fuel consumption has been cut
by 4.7 litres per 100 kilometres - or 28 percent - and the
peak torque of 700 newton metres is 70 newton metres higher.
Customers who specify the optional AMG Performance package
get an output of 410 kW (557 hp) and a torque of 760 newton
metres - with identical NEDC consumption figures. The variant
with AMG Performance package differs by virtue of a charge
pressure increased from 1.0 to 1.3 bar, an engine cover made
of high-quality genuine carbon fibre, red-painted callipers
and the AMG performance steering wheel with DINAMICA
microfibre in the grip area.
Rich torque curve for scintillating power delivery
The scintillating power delivery is one of the defining
features behind the outstanding driving impression in the ML
63 AMG: the effortless increase in speed is characterised by
a rich torque curve. Some 700 newton metres are on tap across
a wide engine speed range of 1750 to 5000 rpm - or 760 newton
metres from 2000 to 5000 rpm if the AMG Performance package
is specified. The emotive, hallmark-AMG eight-cylinder sound
produced by the AMG sports exhaust system's two chromed
twin tailpipes likewise has full license to thrill.
A glance at the performance figures reinforces this
impression: the ML 63 AMG accelerates from zero to 100 km/h
in 4.8 seconds, and with the AMG Performance package the SUV
reaches the 100 km/h mark in 4.7 seconds. The top speed of
both engine variants is 250 km/h (electronically limited).
A paragon of efficiency: the AMG 5.5-litre V8 biturbo engine
Key to these performance figures is the AMG V8 powerplant
with in-house designation M 157: the AMG 5.5-litre V8 biturbo
engine premiered in 2010 in the S 63 AMG and CL 63 AMG. It
has also been the dynamic driving force behind the E 63 AMG
and CLS 63 AMG since earlier in 2011. The M 157 is a paragon
of efficiency and boasts a wealth of technological
highlights: on account of higher thermodynamic efficiency,
the combination of twin turbochargers, direct petrol
injection and spray-guided combustion allows better fuel
economy and results in lower exhaust emissions. Fast and
precise piezo injectors inject the fuel into the combustion
chambers and ensure exceptionally fine distribution of the
fuel drops around the air in combustion chamber. An electric
low-pressure pump sends the fuel from the tank to a
high-pressure pump in the engine compartment at a pressure of
6 bar. The pressure of the fuel in the high-pressure rail is
fully variable on demand between 100 and 200 bar, ensuring
agile response in any driving situation.
Further highlights of the innovative and unique
eight-cylinder powerplant from Affalterbach include an
all-aluminium crankcase, four valves per cylinder with
camshaft adjustment, air/water intercooling, alternator
management and the standard-fit ECO start/stop function.
Whereas the previous AMG 6.3-litre V8 naturally aspirated
engine had a displacement of 6208 cc, the new AMG 5.5-litre
V8 biturbo engine needs just 5461 cc.
Key data at a glance:
|
ML 63 AMG
|
Cylinder arrangement
|
V8
|
Cylinder angle
|
90°
|
Valves per cylinder
|
4
|
Displacement
|
5461 cc
|
Bore x stroke
|
98.0 x 90.5 mm
|
Cylinder spacing
|
106 mm
|
Compression ratio
|
10.0 : 1
|
Output
|
386 kW (525 hp) at 5250 rpm
410 kW (557 hp) at 5750 rpm*
|
Output per litre
|
71 kW (96 hp)
75 kW (102 hp)*
|
Max. torque
|
700 Nm at 1750-5000 rpm 760 Nm at 2000-5000 rpm*
|
Torque per litre
|
128 Nm 139 Nm*
|
Maximum engine speed
|
6400 rpm
|
Engine weight (dry)
|
204 kg
|
Power/weight ratio
|
0.39 kg/hp 0.36 kg/hp*
|
Fuel consumption, NEDC combined
|
11.8 l/100 km
|
CO2 emissions
|
276 g/km
|
Efficiency class
|
F
|
Acceleration 0-100 km/h
|
4.8 s
4.7 s*
|
Top speed
|
250 km/h**
|
*With AMG Performance package **Electronically limited
Two exhaust gas turbochargers located next to the cylinder
banks supply the eight cylinders with fresh air. At their
maximum speed of 185,000 rpm under full load, the two
turbochargers force 1750 kg of air per hour into the
combustion chambers. The maximum charge pressure is 1.0 bar,
or 1.3 bar if the AMG Performance package is included. Thanks
to their special, compact design - the turbine housings are
welded to the exhaust manifold - there are significant space
advantages, and the catalytic converters also heat up more
rapidly.
The AMG V8 is the first turbocharged engine to dispense with
the usual blow-off valve. This neat solution enabled the
compressor housing to be made extremely compact. To ensure
agile responsiveness with no time lag, all the air ducts in
the intake tract are as short as possible. The wastegate
valve, which reduces the pressure in the exhaust system
during negative load changes, is vacuum-controlled via an
electropneumatic converter. This allows dethrottling under
partial loads, which in turn lowers the fuel consumption.
As was already the case in the AMG 6.0-litre V12 biturbo
engine, the eight-cylinder direct-injection unit uses
particularly efficient air/water intercooling. The
low-temperature cooler with its water circulation is
space-savingly accommodated within the V of the cylinder
banks. It effectively cools down the intake air compressed by
the turbochargers before it enters the combustion chambers,
and maintains a constantly lower intake temperature under
full load. The large radiator at the car's front end
ensures defined cooling of the water circulating in the
low-temperature circuit. Extremely short charge-air ducting
makes for optimum responsiveness. The stainless-steel
pressure pipes for the fresh and charge air are produced by
the hydroforming process, have a wall thickness of only 0.8
millimetres and are designed for very low pressure loss.
All-aluminium crankcase with Silitec cylinder liners
The crankcase for the AMG 5.5-litre V8 biturbo engine is made
of diecast aluminium. The low (dry) engine weight of 204
kilograms is the result of uncompromising lightweight
construction methods and gives the vehicle balanced weight
distribution. The bearing cover for the main crankshaft
bearings, made of grey cast iron, is bolted to the crankcase
for high rigidity. Cast-in Silitec cylinder liners ensure
that the eight pistons operate with low friction.
Drilled ventilation holes in the crankcase lead to a higher
output and fuel savings under partial load: above the bearing
blocks there are longitudinally drilled holes which connect
the adjacent crankcase cavities. Normally the upward and
downward movement of the pistons causes air to be forced into
and extracted from the sump, which leads to increased
internal friction losses and therefore a reduction in output.
The ventilation holes prevent this by ensuring effective
pressure compensation between the cavities. The forged
crankshaft made of the high-quality steel alloy 38MnS6BY (a
combination of the chemical elements manganese, sulphur,
boron and yttrium) rotates in five main bearings, has eight
counterweights and is optimised with respect to torsional
rigidity, inertia, low rotating masses and durability. A
two-mass viscous damper mounted at the front reliably
eliminates vibrations. Each connecting rod journal on the
crankshaft carries two forged, cracked connecting rods. In
the interests of low mechanical friction and high wear
resistance, the eight lightweight pistons have a metallic
contact surface. Pressure-controlled oil-spray nozzles in the
crankcase ensure that the highly stressed piston crowns are
efficiently cooled.
Four-valve technology with variable camshaft adjustment
Perfect charging of the combustion chambers is ensured by
large intake and exhaust valves, of which there are two per
cylinder. The exhaust valves, which are subject to high
thermal loads, are sodium-cooled and hollow in order to
reduce weight. Four overhead camshafts operate the 32 valves
via low-maintenance, low-friction cam followers. The
infinitely variable camshaft adjustment within a range of 40
degrees on the intake and exhaust sides depends on the engine
load and engine speed, leading to outstanding output and
torque values. This also results in consistent idling at a
low speed.
Depending on the engine speed, valve overlap can be varied
for the best possible fuel/air supply to the combustion
chambers and efficient removal of the exhaust gases. The
variable camshaft adjustment is carried out
electromagnetically via four pivoting actuators, and is
controlled by the engine control unit. The camshafts are
driven by three high-performance silent chains, which have
considerable advantages in noise comfort compared to cylinder
roller chains.
Innovative oil supply and water cooling
Efficient oil delivery under all load and operating
conditions is ensured by an oil pump with an electrically
controlled compression stage. The oil pressure can be varied
between 2 and 4 bar, which has advantages in terms of
friction and fuel consumption. An extraction stage integrated
into the oil pump for the two turbochargers prevents oil from
being entrained into the charge air and exhaust gases,
thereby helping to reduce emissions even further. Both the
sump and the extraction point have been optimised for maximum
lateral acceleration and efficient lubrication. The oil
capacity is 10.5 litres.
The combined water/oil cooling system is a clever solution:
after a cold start, initially the engine oil is only cooled
via the oil/water heat exchanger. If the cooling performance
of the very compact cooler is insufficient, the flow is
additionally directed through the external engine oil/air
cooler by an oil thermostat. The advantage of this system is
that the engine oil warms up more rapidly, as the engine
coolant warms up faster and the oil is later cooled by the
coolant. A selectable water thermostat ensures rapid warming
of the coolant when starting the engine and driving off.
Large intakes in the AMG front apron ensure an effective flow
of air to the water, engine oil, charge-air and transmission
oil coolers.
The engine coolant is cooled using the particularly efficient
crossflow principle. There is a transverse flow of coolant
through both the crankcase and the cylinder heads. Additional
cooling slots in the cylinder head allow more efficient
cooling of the combustion chambers, which has advantages
during combustion: it enables earlier ignition timings to be
chosen without incurring the risk of knocking.
Alternator management and optimised belt drive
Further factors which help to ensure low fuel consumption
include the optimised belt drive, on-demand control of all
ancillary units and pumps, and alternator management:
whenever the V8 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 electrical-system and alternator
management enables the alternator 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 litres per 100
km in city traffic with its frequent overrun and braking
phases.
Highly efficient engine electronics for every function
All the engine functions are executed and controlled by a
particularly efficient Bosch MED 17.7.3. control unit. This
state-of-the-art engine computer not only controls the direct
petrol injection, the charge pressure, the camshaft
adjustment and the variable oil supply, but also communicates
with all the other onboard control units, such as the one for
the AMG SPEEDSHIFT PLUS 7G