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This thread is for all technical information related to Mercedes M276 DELA 30 Direct Injected Bi Turbo v6. Please feel free to contribute any technical resources or information you have for the platform.
THE MERCEDES-BENZ 3.0-L V6 DI GASOLINE ENGINE WITH TWIN TURBO
With the launch of the 3.0-l V6 gasoline engine with direct injection and twin turbo- charging, called M276 DELA 30, a new member has been added to the approved M276 V6 gasoline engine series, which effortlessly em bodies the highest of comfort requirements, superior driving performance and effi ciency. Its initial use was in the new Mercedes-Benz E 400 in spring 2013.
OBJECTIVE
The new Mercedes-Benz gasoline engine family has successfully been launched onto the market with the BlueDirect combustion system and a modular tech- nology portfolio, ❶, since fall 2010. The objective for the new top variant of the M276 V6 engine series, presented in the following, was the fulfi llment of the highest comfort requirements and the realisation of further improved driving performance, particularly in the lower and middle engine speed ranges without increasing fuel consumption. The combustion system and charge cycle components have been optimised for the new twin turbocharging with the aim of optimising delay-free engine response behaviour to load change, while at the same time retaining the basic design features of the M276 natu- rally aspirated engine and its compact installation dimensions with engine- mounted control unit and air fi lter for uniform use in several vehicle model series. The most stringent emission re - gulations, including Euro 6, had to be fulfi lled so that this engine could be used worldwide.
ENGINE ENCAPSULATION DESIGN AND MAIN GEOMETRY DATA
The displacement has been reduced to 3.0 l for the same stroke/bore ratio for the supercharged M276 DELA 30 in com- parison to the 3.5-l variants of the M272 predecessor series with port injection and 90° cylinder angle as well as the M276 naturally aspirated engine with 60° cylinder angle. The fi scal constraints of the increasingly important Chinese market, among other things, have thus been taken into account. The compres- sion ratio of the combustion chamber optimised for twin turbocharging is 10.7:1, while the cylinder-bore spacing is 106 mm, ❷.
CYLINDER BARREL As a consistent advancement of the al - ready extensively optimised, extremely fi nely honed gray cast iron cylinder bar- rel, the Nanoslide cylinder barrel – which has again been further developed by Daimler – will, for the fi rst time, be used in the M276 DELA 30 on a die-cast crankcase. Nanoslide technology con- sists of a twin-wire arc spraying method, whereby iron-carbon wires are melted and then sprayed onto the cylinder bar- rel – here the pretreated aluminium surface – using an inert gas fl ow; this allows for the development of a charac- teristically porous surface, whose sur- face oil retention volume results in an extremely smooth, mirror-like honing structure. The Nanoslide cylinder barrel thus offers tribological reserves for opti- mised low-viscosity engine oils with low HTHS (high-temperature-high-shear) viscosity values as well as for biofuels AUTHORS DIPL.-ING. MARKUS SCHÜTZ is Project Manager for M276 DELA Powertrain Development at the Daimler AG in Sindelfingen (Germany). DIPL.-ING. GERHARD DOLL is Head of Basic Engine Development for Gasoline V-engines at the Daimler AG in Stuttgart (Germany). DIPL.-ING. ANTON WALTNER is Head of Thermodynamic Develop- ment for Gasoline Engines at the Daimler AG in Stuttgart (Germany). DIPL.-ING. ROLAND KEMMLER is Head of Vehicle Applications for Gasoline V-engines at the Daimler AG in Sindelfingen (Germany). ❶ The technology port- folio of the V6/V8 engine families M276 and M278 06I2013 Volume 74 19 Gasoline Engines
• and low fuel grades. The main differ- ences in the macro structure of widely available, modern gray cast iron cylinder barrels and their influence on the fric- tion between the piston and cylinder barrel in comparison to the Nanoslide cylinder barrel are shown in ❸. A further advantage of the Nanoslide technology is the further improved wear characteristic in comparison to the ex - tremely finely honed gray cast iron cyl- inder barrels. The cast alloy was opti- mis ed with regard to porosity and cast density via the addition of strontium for the implementation on the die-cast crankcase, among other things.
CYLINDER HEAD AND TURBOCHARGER
The exhaust ports have already been optimised in the cylinder head for short gas paths and a consistent orientation vis-à-vis the turbine housing in line with the objective of achieving an optimal response behaviour of the twin turbo engine to load change. Pulse turbocharg- ing, with an almost loss-free use of the exhaust-gas enthalpy in the turbine, is facilitated through the continuation in the exhaust manifold and the omission of a manifold collecting section. The exhaust manifold and integrated turbine housing must have a cast steel design due to the resulting high thermomechan- ical load, ❹. The difference in the turbocharger rotor speeds between the left and right cylinder banks is minimised by the wastegate ports, which have been optimised through CFD simulation. A spoiler is also created around the wastegate outlet with dual function due to the fluid optimisation: On the one hand, it minimises the negative interference of the bypass mass flow for the turbine wheel outflow, which is expressed by a reduction in the exhaust back pressure. On the other hand, it smoothes the effective pulse-like forces on the wastegate plate, which is actuated by means of a yoke via a vacuum cell. Due to the compact design and con- sistent harmonisation of the wall thick- nesses, a significantly lower unit weight for the exhaust manifold and turbine housing could be achieved in compari- son to the competition. Blank casting as well as machining are performed in- house, while the overall exhaust-gas tur- bocharger is completed at ICSI. - ❸ Comparison of Nanoslide technology M 272 KE 35 M 276 DE 35 M 276 DELA 30 TRANSMISSION – 7G-Tronic 7G-Tronic Plus NUMBER OF CYLINDERS – 6 CYLINDER ANGLE ° 90 60 VALVES/CYLINDER – 4 DISPLACEMENT cm3 3499 2996 BORE mm 92.9 88 STROKE mm 86 82.1 STROKE/BORE RATIO – 0.93 CYLINDER OFFSET mm 106 COMPRESSION RATIO – 10.7 12.2 10.7 RATED POWER AT RPM kW rpm 200 6000 225 6500 245 5250 – 6000 MAX. TORQUE AT RPM Nm rpm 350 2400 – 5000 370 3500 – 5250 480 1600 – 4000 ENGINE WEIGHT DIN 70020 GZ kg 165.2 170.6 179.2 ❷ Comparison of the M276 DELA 30 technical data with that of the M276 DE 35 and M272 KE 35 DEVELOPMENT GASOLINE ENGINES 20
CRANKCASE VENTILATION SYSTEM
Increasing demands are being made with regard to the oil separation quality in crankcase ventilation due to the increas ing requirements relating to emission per- formance, longer oil change intervals without the customer having to add oil as well as the use of turbochargers. The M276 DELA 30 has a two-stage ventilation system, consisting of a centrifuge for coarse and fine separation and a complex separator for extremely fine oil separation, which is located downstream in the inside V of the engine, ❺. The centrifuge itself, which rotates at camshaft speed and is supplied at both partial and full load independent of the load and speed as well as the static and dynamic geodetic engine situation, achieves a very high level of oil separa- tion. A separator for extremely fine oil separation is located downstream in the inside V of the engine; this has minia- ture cyclones and is divided into a par- tial-load and a full-load branch. Crank- case ventilation at partial load operation thus offers additional benefits with regard to oil aging. The system selected offers the follow- ing advantages: : improved oil separation due to coarse/ fine and extremely fine oil separators in series : optimal utilisation of existing pressure gradient at partial load : integrated engine ventilation without additional lines and valves.
INJECTION SYSTEM
Similar to all modern Mercedes-Benz gasoline engines – from the 1.6-l four- cylinder engine to the AMG V8 with 5.5 l of displacement – the third generation of the spray-guided GDI system, with the BlueDirect combustion process and iden- tical piezo injectors, is also used in the M276 DELA 30. In comparison to the M276 naturally aspirated engine, the injection system layout has been opti- mised with regard to both the engine package and assembly aspects. The fuel is now introduced after the high-pres- sure pump via a short high-pressure line in the right rail and is distributed from there via a connecting line to the left rail; i.e. it is no longer distributed via one line to both rails. The delivery rate of the high-pressure pump has been adjusted to the higher engine output and significantly increased torque. It was possible here to take over, unchanged, one of the two high-pressure pumps from the 4.6-l V8 engine M278 into the V6 engine package. This is directly driven via a four-fold cam by the intake camshaft of the right cylinder bank. The M276 DELA 30 injection sys- tem has been designed for fuel types with variable ethanol proportions up to E85. High acoustic damping comfort requirements due to noise caused by high-pressure injection with quick injec- tors are taken into account by the spe- cially designed foam pieces in the area of the high-pressure pump as well as under the engine design cover.
AIR DUCTING AND CHARGE-AIR COOLING
Air ducting and charge-air cooling are shown in ❻. The M276 DELA 30 has two engine-mounted intake muffler modules with raw and clean air ducting. The wedge-shaped gap between the engine and engine hood is used for the symmetrical dual layout for both filter housings and contains, in each case, a single-chamber resonator on the raw air side as well as a three-chamber resona- tor on the clean air side. These have been adjusted to the frequency ranges by 1 kHz and 2 to 5 kHz and serve for the suppression of the dominating intake noise, which is perceived as a wide-band roaring noise, in super- charged engines at high load and low engine speed. These modules have been designed as one assembly unit from the ❹ Exhaust port design: Section through cylinder head and turbocharger ❺ Overall view of M276 DELA 30 crankcase ventilation 06I2013 Volume 74 21
• separation point to the on-vehicle cold air intake to the compressor inlet. A gas path design without compro- mise, similar to the exhaust side, was also of chief importance during the design and positioning of the charge-air distributor after the central throttle valve. The intake ports continued in the charge- air distributor are just long enough so that undesired cross-talking is excluded between the cylinders. The water/air charge-air cooler, which has a counterflow design, is also engine- mounted and has a separate low-temper- ature coolant circuit with its own expan- sion tank. This layout, which is the same in all target vehicles, achieves – in lim- ited installation space – very good re - sponse behaviour and charge-air cooling values via short gas paths with low volume.
EXHAUST SYSTEM
Greater comfort and appealing sound have always been important features of the Mercedes-Benz E-Class. The new E 400 with the M276 DELA 30 also lives up to this standard. The development objec- tive was to support well-balanced NVH tuning with the acoustic design of the exhaust system to ensure a high level of driving comfort and a reasonable level of sportiness. The stainless steel exhaust system shown in ❼ has a globally uniform twin- line design with, in each case, two front catalytic converters and 1.55 l of total vol- ume per cylinder bank. The air/fuel ratio is monitored and controlled for both cyl- inder banks using two lambda sensors for each. A joint front and centre muffler as well as two rear mufflers are located afterwards. Active exhaust system flaps to influence the acoustics were not neces- sary. The flow-optimised de sign supports engine performance and efficiency. ENGINE CONTROL UNIT A further development of the MED17 engine control unit from Bosch of the M276 naturally aspirated engine is used in the M276 DELA 30. In line with the higher requirements, the processor cycle frequency has been increased by 20 % to 180 MHz, and an additional 2 MB flash memory is used. The installation loca- tion has been moved from the lateral position in the M276 naturally aspirated engine to the inside V above the charge air distributor in the M276 DELA 30 in order to retain engine-mounted position- ing of the control unit. Air ducting from in front of the cooler – using the dynamic pressure – to the engine control unit was integrated in the engine design cover to ❻ General layout of fresh gas routing with water/air charge-air cooler ❼ M276 DELA 30 exhaust system in the E-Class DEVELOPMENT GASOLINE ENGINES 22
• ensure compliance with the required temperature limits for electronic compo- nents of at most 90 °C at continuous load and 120 °C for a short-term load. COMBUSTION AND EXHAUST-GAS EMISSIONS CALIBRATION After its launch in the new M276/M278 V6 and V8 engine families in 2010 and use in the new four-cylinder engine gen- eration M270/M274 starting last year, the Mercedes-Benz BlueDirect combustion system will now also be used in the new M276 DELA 30 with twin turbocharging. Basic features of this combustion process are gasoline direct injection by means of a central piezo injector, which opens outwards, with tapered spray, a pressure level of 20 MPa and the spray-guided lay- out of the injector and spark plug. The supercharged engine was designed based on the homogeneous combustion system to ensure use on a global scale. Due to the outstanding mixture forma- tion of the piezo injectors with minimum wall wetting and excellent fuel quantity dosability, the spray-guided layout can reliably ignite the smallest injection quantities, almost independently of the injection timing point. These properties, which can be utilised especially during cold start and transient mode, allow for keeping within the new Euro 6 particle concentration limit for gasoline engines with direct injection – solely via an opti- misation of the operating parameters without using secondary measures. The basic data input was used to com- pile an optimised distribution of the in - jection timing points and the breakdown of the respective fuel quantities. The achieved reduction of over 70 % in parti- cle concentration in the catalyst heating by means of a detailed optimisation of the multiple injection is shown in ❽. A reduction in the particle concentration by around 90 % in comparison to the original level will, in the future, be pos- sible with a further increase in the num- ber of fuel injections. Mercedes-Benz believes that the piezo ignition system, together with multi-spark ignition, offers by far the greatest future viability in com- parison to all other injection systems. FULL LOAD The torque and output of the M276 DELA 30 engine in comparison to the 3.5-l M276 naturally aspirated engine is shown in ❾. This documents, in particu- lar, the significant torque increase in the lower and middle engine speed ranges, which allows for superior driving perfor- mance even for a driving style at lower engine speed and with fewer gearshifts, and at the same time offers additional performance for a sporty driving style at higher engine speeds. RESPONSIVENESS AND FUEL CONSUMPTION The new M276 DELA 30 is combined in all vehicle variants with the fuel con- sumption-optimised 7G-Tronic Plus auto- matic transmission and Eco start/stop function, which excels due to extremely short start times and high comfort in the case of automatic engine on/off. Signifi- cantly improved driving performance is achieved in spite of the longer drive ratio in comparison to the M276 naturally aspirated engine. Due to the optimised overall gas path as well as supercharging component design with regard to the transient performance, a delay-free re - sponse behaviour of the supercharged engine to load change is achieved, which does not differ from the performance of good naturally aspirated engines. Particular attention was placed on the use of accelerator pedal curves and trans- mission shift programmes. An important development objective in the vehicle ap - plication was the provision of different transmission modes for different cus- ❾ Comparison of full-load performance maps ❽ Comparison of particle concentration emissions during catalyst heating for different injection strategies 06I2013 Volume 74 23
• tomer requirements with a significantly larger spread than previously typical for the E-Class. In this connection, the fol- lowing “guiding principles” form the basis for the design of the transmission modes in the new E-Class: : Mode E: “The right transmission mode for fun, safety and comfort for everyday driving”. : Mode S: “Superior driving pleasure and responsiveness”. A wide range of measures were imple- mented in order to achieve these objec- tives. These include, among others, the significantly steeper accelerator pedal characteristic design in the S-transmis- sion mode in comparison to the E-trans- mission mode. Variably assigned idle speeds already allow for a significant differentiation between the transmission modes during startup. It was even possi- ble to further improve the spontaneity of the response to load change in the S-transmission mode in comparison to the very good basic tuning of the E-transmission mode. Furthermore, the increase in shift points and the reduction in shift times significantly contribute to the sporty characteristics of the S-trans- mission mode; the customers can thus call up different vehicle characteristics at the touch of a button. The scatter of competitor vehicles with six-cylinder gasoline engines shown in ❿ verifies the excellent fuel economy numbers of the new M276 DELA 30 in the E 400 saloon. The comparison value of the M276 naturally aspirated engine is also based on the homogeneous combustion process, which is used here outside Western Europe, in line with the design of the M276 supercharged engine, which is based on the homoge- neous combustion process, to ensure use worldwide. SUMMARY As the new top variant of the M276 V6 gasoline engine series, which has suc- cessfully been launched since 2010, the M276 DELA 30 with twin turbocharging and 3.0 l displacement joined the Mer- cedes-Benz engine portfolio in spring 2013. The shown engine with its superior performance characteristics has been consistently designed for global use and the increasingly stringent requirements for the emission performance of modern gasoline engines. It represents a typical Mercedes-Benz brand premium product with regard to its performance, NVH and fuel consumption. EU6 emissions regula- tions are already fulfilled. The basic design features of the M276 naturally aspirated engine as well as the BlueDirect combustion system with piezo direct injection have been further developed and adjusted to meet the requirements of twin turbocharging and reduced displacement. The following must, in particular, be mentioned here: The adjustment of the combustion cham- bers, a further friction loss optimisation due to Nanoslide cylinder barrel technol- ogy as well as the modifications to the gas cycle components for consistent implementation of pulse turbocharging, which allows for very quick engine response behaviour to load change. After market launch, which started in spring 2013 with the new E-Class, the new M276 DELA 30 will also be used successively in other Mercedes-Benz model series under the model designa- tion “400”. THANKS The authors would like to thank Dr.-Ing. Harald Scheib, Dipl.-Ing. (grad. eng.) Jens Bieler, Dipl.- Ing. (grad. eng.) Roland Schulte, Dipl.-Ing. (grad. eng.) Uwe Schaupp, Dr.-Ing. Frank Altenschmidt, Dr.-Ing. Daniel Hertler, Dipl.-Ing. (grad. eng.) Georg Thomann and Dipl.-Ing. (grad. eng.) Chris- tian Henrich, all Daimler AG, for their support during the compilation of this article. ❿ Consumption plotted against performance in the competitive comparison (manufacturers data) DEVELOPMENT GASOLINE ENGINES 24
The M276 DELA 30 injection sys- tem has been designed for fuel types with variable ethanol proportions up to E85.
Oh really...
The M276 DELA 30 has two engine-mounted intake muffler modules with raw and clean air ducting. The wedge-shaped gap between the engine and engine hood is used for the symmetrical dual layout for both filter housings and contains, in each case, a single-chamber resonator on the raw air side as well as a three-chamber resona- tor on the clean air side. These have been adjusted to the frequency ranges by 1 kHz and 2 to 5 kHz and serve for the suppression of the dominating intake noise, which is perceived as a wide-band roaring noise, in super- charged engines at high load and low engine speed.
I don't approve. I personally love the sound of turbo spoolup, especially what you get with open cone filters on charge air intakes.
I don't approve. I personally love the sound of turbo spoolup, especially what you get with open cone filters on charge air intakes.
Yes, that caught my attention as well. The car can take E85 ethanol. And the intake system is designed with noise baffling to make it quiet. Shame that no one has produced an intake system yet. I almost cried when AWE told me they were caning their plans to release an intake due to costs. Makes me want to take the intakes a part and start messing with the baffling, but i don't have the means to actually flow test them to see if there is an improvement.
Yes, that caught my attention as well. The car can take E85 ethanol. And the intake system is designed with noise baffling to make it quiet. Shame that no one has produced an intake system yet. I almost cried when AWE told me they were caning their plans to release an intake due to costs. Makes me want to take the intakes a part and start messing with the baffling, but i don't have the means to actually flow test them to see if there is an improvement.
MB site apparently lists the E's as supporting E85 (and most of that info was mentioning the E class). Seems like they may have better fueling capacity to afford the E85 support.
The intakes are pretty tricky. I looked at them for a bit, and the flow path and shape (oval) are absolutely awful to even try to rig up a cheap ram air just to test. I bailed pretty quickly as there's not much OTS that can be used.. If anyone else makes the plunge though, I'm all ears..
MB site apparently lists the E's as supporting E85 (and most of that info was mentioning the E class). Seems like they may have better fueling capacity to afford the E85 support.
The intakes are pretty tricky. I looked at them for a bit, and the flow path and shape (oval) are absolutely awful to even try to rig up a cheap ram air just to test. I bailed pretty quickly as there's not much OTS that can be used.. If anyone else makes the plunge though, I'm all ears..
There was a thread in the c450 section where someone removed the baffling and said they heard the turbos spool more, but I think he ended up putting them back in.
Hi Folks, Gee Got my GLC43 AMG in March, Jan 3 after oil change engine self destructed. Seems compression rings failed for some reason, worn right down to pistons, casuing metal inside engine. Piston # 6 no compression causing crankcasre pressure to force oil out of filler cap, head gasket between 6& 4 blew too, Forcing coolant out of plastic tanks, Fisrt attempt at dealer replaced fuel rail, all injector and fuel pump which were filled with oil too. Never looked into cause of this resulting in blown motor. Mercedes is going to buy it back minus my use. My Tech told me he pulled other pistons all the rings were installed wrong, my ***** is yest I drive it 9800 miles but the engine was junk when installed. MB
dealer treats you terrible, car is still in bay in parts. I will post when I see how much of my near $75,000 I paid is returned. They also had two other glc43 amgs in shop for excessive oil use? HMMMM somethings wrong, buyers beware.
There working on a refund minus the miles used as to the Fl Lemon Law, Takes up to 5 weeks Thats from yesterday? I do have emails from dealer telling me that an AMG Zone Expert examined it and said it was not asssembled correctly that not one of the compression rings were properly installed as well as the "Wrist Pins having too much side to side play due to wrong clips that hold them in. At the shop I picked up one of those pistons and shook it, sounded like a rattle snake, had maybe 1/8 inch play side to side as well as the Wrist pins being blue from heat. He said expert told him it was close to throwing a rod as well. My question is when I paid all that tens of thosands of dollars for that car it should of been right. My driving it and it slowely I guess loosing power till this that maybe my miles use should be reduced or eliminated? Won't lknow till I get the offer in hand. To fight it in court $2500 min. As it stands now doing the math myself according to the FL lemon law milage stuff I loose $9500. Court case can take up to 2 years to be settled. Think I will ever buy a Mercedes again? And seeing two others in that one same dealers shop being looked at for using oil, about 1 quart every 1500 miles, gee by the time your next change comes you paid for half the oil? I think if I do buy another German car I will buy one made in the USA? But lets see what they do for me. But people on this site and everywhere should know there seems to be a problem with this engine. Mercedes as you know just went thru a costly class action on there other V-6 engine with Balance shaft problems? An although stamp AMG on that engine top, these are not AMG made engines, only designed by AMG and assembled right along side the other standard Mercedes engines at thier plants, not the AMG plant where the full fledged AMG's are made. That is what I have been told, gee wish the salesman had told me that, I would of gone with the new BMW X3 M40i, maybe anyway.....I would love the board here to post a seperate forum just on Mercedes Engine failures, might be of help to future customers as to which engines seem to have a design problem or assembly problems? Thanks for everyones concerns. Lets hope no one else has to go through what I am...
I fully understand the appeal of a hand made engine but coming a manufacturing background, I think the more machine intervention the better.
I think I trust a machine to draw a line straighter than a human ever could and actually would trust mass a produced engine's reliability more than a handmade engine's.
Most of the problems mass produced engines suffer are from bad design. Rarely are they related to faulty assembly issues. Handmade engines on the other hand are the other way around.
You might be right, if it was hand assembled someones name is on it somewhere? If it was machines assembled perhaps the wrong parts were loaded into the feeder of that big robot that made this one. Maybe it was the Robots or person watching it's last day at work? But they are aare of the problems, are aware of the recall with no fix on airbags, are aware of the collision system braking for no reason, they just turned it off? This togeather with upcoming problems is costing what use to be a well made deacated team made auto. Not so much anymore, my opinion only..
You might be right, if it was hand assembled someones name is on it somewhere? If it was machines assembled perhaps the wrong parts were loaded into the feeder of that big robot that made this one. Maybe it was the Robots or person watching it's last day at work? But they are aare of the problems, are aware of the recall with no fix on airbags, are aware of the collision system braking for no reason, they just turned it off? This togeather with upcoming problems is costing what use to be a well made deacated team made auto. Not so much anymore, my opinion only..
Very very unlikely. A Machine related assembly issue might be sealant used when applying a gasket. Like there was an airpocket in the sealant tube causing it to be applied unevenly by the machine.
Or if a component was very very small, a machine could apply the item in the wrong orientation or miss the spot completely.
Its unlikely an item as large as a piston ring, or even anything over 1square centimeter would be missed, undetected, used incorrectly.
Or maybe the item that was defective was made incorrectly by the original manufacturer, rather than the machine installing it incorrectly.
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