2010 Mercedes-Benz E63 AMG in-Depth: Engine And Power Transfer

Powerful power delivery, impressive pulling power, exhilarating agility – coupled with frugal fuel consumption. The AMG 6.3-litre V8 engine in the new Mercedes-Benz E 63 AMG combines these apparently contradictory qualities. All thanks to an entire package of efficiency-enhancing measures.

With peak output of 386 kW/525 hp from a displacement of 6208 cc the AMG 6.3-litre V8 engine ranks among the world’s most powerful standard-fit eight-cylinder naturally aspirated engines. The rated speed of 6800 rpm and the maximum engine speed of 7200 rpm are the hallmarks of this high-revving engine. But it also boasts enormous pulling power: developing 630 newton metres at 5200 rpm, the AMG V8 offers more torque than any other naturally aspirated engine in this displacement and performance class. High pulling power at low engine speeds, instant responsiveness and exhilarating high-revving flexibility are the strengths of the AMG 6.3-litre V8 engine unveiled in 2005.

With fuel consumption of 12.6 litres per 100 kilometres the new E 63 AMGbetters its predecessor by 1.7 l/100 km or 12 percent, despite the extra output of 8 kW/11 hp. As such, the new high-performance saloon leaves the competition standing. This significant reduction in fuel consumption comes courtesy of a wealth of innovative measures: the E 63 AMG is the first AMG model to feature alternator management with braking energy recovery as standard. The controlled fuel supply, friction-optimised twin-wire-arc-sprayed (TWAS) coating on the cylinder walls and the AMG SPEEDSHIFT MCT 7-speed sports transmission with the Controlled Efficiency consumption-optimised transmission mode and wet start-up clutch, which replaces the torque converter, (see page 15) are crucial elements in improving efficiency.

Key data at a glance:

* electronically limited

Recuperation: generating energy during braking

Alternator management on the new E 63 AMG takes advantage of the engine’s overrun phases and braking to recover kinetic energy. This energy is then used to charge the battery, rather than being wasted by simply generating heat. This recuperation assists the driver not only during braking action but also helps convert the braking energy into electrical energy. Conversely, the alternator is switched to no-load operation during acceleration, thus reducing the load on the engine. All of which saves fuel: some 0.15 litres per 100 kilometres as per NEDC ratings and up to 0.2 l/100 km on urban roads with frequent overrun and braking phases.

The twin-wire-arc-sprayed (TWAS) coating on the cylinder walls – used exclusively by AMG – produces outstanding low friction while reducing fuel consumption at the same time. The electronically controlled fuel supply works in the same way: depending on the power requirements and outside temperature, the system operates at a demand-actuated fuel pressure of between 3.6 and 4.5 bar and is regulated at lightning speed. The engine management system translates the command from the accelerator within milliseconds into the corresponding fuel pressure setting. Such control ensures rapid vehicle response and a sporty thrust across all load ranges and at all engine speeds.

Know-how from motor racing went into the design

In typical AMG fashion, the design of the AMG 6.3-litre V8 engine has been based closely on its motorsports counterparts. As customary with the thoroughbred racing engines, the AMG engineers opted for a closed-deck design with the crankcase made entirely out of aluminium for the eight-cylinder unit. To produce a crankcase with superb torsional stiffness, the bottom section of the crankcase has been designed as a bedplate. This produces a very stiff tunnel for the crankshaft which can easily withstand the high combustion pressures and reduces flow losses within the crankcase. The resulting improvement in mechanical efficiency helps reduce fuel consumption. An oil scavenger integrated into the bedplate reduces engine oil foaming.

The finely balanced crankshaft is designed for the highest stresses, consists of the high-quality forged steel alloy 42CRMo4V, rotates in five crankshaft bearings and features six counterweights for perfectly balanced masses. Torsional rigidity, long-term structural strength and inertia characteristics are also to the very highest standards. Two lightweight connecting rods forged by the cracking process are connected to each of the four crank pins. During this process, the utmost production precision is made possible by a predetermined breaking point created by a laser beam. Extremely close weight tolerances between the eight connecting rods are also ensured by precision machining. The same principle is also used for the cast, lightweight pistons. They are made from a durable high-temperature alloy. Pressure-controlled oil spray nozzles in the crankcase ensure optimal cooling of the highly stressed piston crowns.

Variable intake manifold with two internal throttle flaps

The aerodynamically designed intake system with large cross-sections and the variable intake manifold made of magnesium with two integrated throttle flaps ensure superlative cylinder charging. Its task is to ensure a strong torque curve by lengthening the airflow distance at low engine speeds. At higher engine speeds the intake manifold switches to short airflow distances to achieve a high peak performance. The two throttle flaps can be opened to their maximum in just 100 milliseconds at full throttle, and the driver perceives this as extraordinary responsiveness.

Rigid valve train, four overhead camshafts

The 32 valves in the cylinder heads are operated by bucket tappets. Their space-saving design allows a stiff valve train and therefore high engine speeds with large valve opening cross-sections, which in turn benefits output and torque. The large intake valves have a diameter of 40 millimetres, while their opposite numbers on the exhaust side measure 34 millimetres.

All four overhead camshafts are continuously variable over a range of 42 degrees. Both the intake and exhaust camshafts are adjusted as a function of engine load and engine speed, ensuring extremely high output and torque values and smooth idling, and especially low exhaust emissions. Depending on the engine speed, the valve overlap can be varied to ensure an optimal supply of fuel/air mixture to the combustion chambers and efficient venting of the exhaust gases. The system is driven by a duplex roller chain and intermeshing pairs of gear wheels.

Sophisticated engine cooling solution

A powerful oil pump is used for the oil cooling system on the engine. As in thoroughbred racing engines, the engine is cooled on the sophisticated cross-flow principle. In the interests of optimal in-engine friction and fuel economy, the temperature of the coolant is also variably controlled. The lightweight, compact and powerful cooling module – located behind the large apertures in the AMG front apron – for coolant, engine, transmission and power-steering oil ensures non-critical operating temperatures – even under the extreme stress of the racetrack. The hot air from the suction-type fan used for engine oil cooling is vented via the side apertures in the AMG front apron.

Distinctive AMG V8 vocals, efficient emission control system

The newly composed AMG V8 vocals fully live up to the expectations of a powerful high-performance saloon: a powerful engine sound when accelerating coupled with restrained running characteristics during smooth cruising, providing hallmark Mercedes long-distance comfort. The AMG experts have resolved this conflict of aims with a newly developed AMG sports exhaust system; it comes with carefully matched tube cross-sections and two newly designed chrome-plated twin tailpipes.

Thanks to efficient emission control technology, the E 63 AMGmeets current EU 5 exhaust emission standards and all requirements of the U.S. market (LEV-II standard, On-Board Diagnosis II and oxygen sensor diagnosis).

Engine production – tradition of hand-built excellence

The AMG 6.3-litre V8 engine has traditionally been built by hand. In the AMG engine workshops, which were opened in 2002, a highly qualified engineer assembles an eight-cylinder engine according to the company’s philosophy of “one man, one engine” in compliance with the most stringent quality standards. The engineer’s signature on the characteristic AMG engine plate is testimony to the highest standards of workmanship. Production takes around three hours.

In the coveted “International Engine of the Year Awards 2009”, the AMG 6.3-litre V8 engine carried off two awards: in the “Best Performance Engine” and “Above 4 litres” categories, this high-revving, naturally aspirated engine took first place by a wide margin in each case.

Power transfer: Exclusive driving pleasure courtesy of AMG SPEEDSHIFT MCT 7-speed sports transmission

Seven gears, four drive modes, double-declutching and Race Start function – the power transfer on the new E 63 AMG promises superb emotion and pure driving pleasure. At the same time, the AMG SPEEDSHIFT MCT 7-speed sports transmission contributes substantially to reducing fuel consumption.

The AMG SPEEDSHIFT MCT 7-speed sports transmission is an innovative power transfer system that made its debut in the high-performance SL 63 AMG Roadster in 2008. It combines the sporty, direct and agile feedback of a manual transmission and the maximum convenience of an automatic transmission. Fitted with seven speeds, four drive modes, a double-declutching and Race Start function, the AMG SPEEDSHIFT MCT 7‑speed sports transmission offers superb versatility. MCT stands for Multi-Clutch Technology and only employs clutch elements to perform gearshifts.

A wet start-up clutch, which runs in an oil bath, replaces the conventional torque converter. Thanks to its low rotational inertia, the transmission responds instantaneously and dynamically without the losses typical of a torque converter transmission – thereby helping to save fuel. The AMG sports transmission also impresses with its low weight of just 80 kilograms, which has been made possible through the use of lightweight magnesium for the transmission housing. Vibrations are effectively eliminated by a new, two-stage torsion damper, with resulting benefits in perceived passenger comfort.

Consumption-optimised drive mode “C” (Controlled Efficiency)

During development of the E 63 AMG the AMG engineers paid special attention to the new drive mode “C” (Controlled Efficiency). The emphasis was on delivering minimum engine speed coupled with a reduced number of gearshifts in all driving situations. When moving off in “C”, the MCT transmission always selects second gear and shifts decidedly early to next higher gears if the driving style permits. At 60 km/h for instance, sixth gear will already be engaged – not only improving fuel consumption but noise levels, too. Controlled Efficiency also means convenient gearshifts and a “soft” accelerator response set-up for outstandingly smooth power transfer.

The powerful electronic control unit and the integrated 80 MHz processor ensure spontaneous downshifts at the same time – say when approaching traffic lights or if the driver suddenly needs power for dynamic acceleration.

Drive modes “S”, “S+” and “M” for even more driving pleasure and dynamism

The engine and transmission come across as much more agile in the “S” (Sport) mode. Accelerator pedal movements trigger a more direct traction response, making the downshifts more spontaneous. The engine speed is allowed to reach a higher level in each gear, while the gearshifts are around 25 percent faster than in “C”. Turning the rotary switch in the AMG DRIVE UNIT a notch further to the right activates “S+” mode. Sport plus shifts the gears another 25 percent faster than in “S”. The same applies to the manual shift mode “M”. In “S+” and “M” modes, gearshifts at full throttle take just 100 milliseconds.

The engine management system partially suppresses cylinders in “S”, “S+” and “M” modes: precisely interrupting ignition and injection under full load for brief periods leads to even faster gearshifts than before. The highly emotional vocals are an appealing side effect of this lightning-fast process.

Ultra-fast, spontaneous multiple downshifts are another forte of the AMG SPEEDSHIFT MCT 7-speed sports transmission. For instance, kickdown lets you move straight from seventh down to fourth gear or from fifth to second. In the Sport, Sport plus and Manual modes the automatic double-declutching function is active. Every manual or automatic downshift is accompanied by precisely metered double-declutching – from “S” through “S+” to “M” incrementally. And this not only adds to the driver’s emotional experience: the load-free downshift minimises load-change reactions, which pays dividends particularly when braking into a bend on the racetrack and also enhances safety in the wet or on ice.

In manual “M” mode the driver also benefits from the high torque of the V8 engine, as there is no automatic downshift under full load and kickdown; the transmission remains steadfastly in the selected gear. Moreover, the AMG MCT sports transmission does not perform an automatic upshift in manual mode when the rev limit is reached. In “M” mode the AMG instrument cluster displays the current gear and alerts the driver to the need for an upshift just before the needle reaches the red zone. This means that a particularly sporty driver can use the superior performance potential to its fullest extent. When approaching the lower rev limit, e.g. when braking the vehicle, there is an automatic downshift to the next lower gear.

AMG DRIVE UNIT with Race Start function

The AMG DRIVE UNIT is the central control unit for the AMG SPEEDSHIFT MCT 7-speed sports transmission and all driving dynamics functions. The driver can change gears either using the new AMG E-SELECT selector lever or via the AMG steering-wheel shift paddles. On the left next to the selector lever is the electronic rotary switch to select the four drive modes including activation of the Race Start function. Underneath are three buttons for additional functions: the first controls the ESP® function, the second the AMG RIDE CONTROL sports suspension. The third adorned with AMG lettering is used to store the personal set-up. Briefly pressing the AMG button brings up the configuration options, whilst holding down the button allows you to program the required set-ups – this is confirmed by an acoustic signal. The current settings may be viewed in the AMG instrument cluster by pressing the AMG button at any time.

The Race Start function delivers maximum dynamism: while the vehicle is at a standstill, the driver needs to activate the ESP® sports function and press the brake pedal with their left foot. Having preselected the Race Start program using the rotary switch, a confirmation message comes up on the AMG central display. The driver then simply needs to confirm the Race Start function by pulling the “Up” shift paddle once, fully depressing the accelerator and taking his foot off the brake. The optimum start-up engine speed is set fully automatically and the E 63 AMG accelerates away with flawless traction – all the way up to top speed, if so required. The driver does not need to shift gear manually; the AMG transmission changes gear with lightning-fast shift times.