GLK 220 CDI in the US?
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Junior Member
Joined: Oct 2010
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2007 E320 Bluetec, 2007 ML320CDI
GLK 220 CDI in the US?
I saw driving down the road today, 5 GLK 220CDI's, in a row together, the first four did not have any badging and the last one did, "GLK 220CDI and 4MATIC." They all had Michigan manufacturer plates on them. I pulled up next to the last one at the light and talked to the guys driving it. They said it had a 4 cyl diesel and were getting around 40mpg with it freeway, but that is about all they would say. Anyone have info on this emerging in the US? It would be nice.
Super Member
Joined: Aug 2007
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From: Spicewood, TX
2008 GL 320, 2007 Silverado LTZ C3500 Duramax Turbo Diesel
I saw driving down the road today, 5 GLK 220CDI's, in a row together, the first four did not have any badging and the last one did, "GLK 220CDI and 4MATIC." They all had Michigan manufacturer plates on them. I pulled up next to the last one at the light and talked to the guys driving it. They said it had a 4 cyl diesel and were getting around 40mpg with it freeway, but that is about all they would say. Anyone have info on this emerging in the US? It would be nice.
Super Member
Joined: Aug 2007
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From: Spicewood, TX
2008 GL 320, 2007 Silverado LTZ C3500 Duramax Turbo Diesel
MBWorld Fanatic!
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From: 1 hours drive north of Sydney Australia
2007 W204 220CDI Classic Sedan
http://www.topgear.com/uk/mercedes-b...blueefficiency
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From: Denmark
2011 C 200 T CDI BlueEFFICIENCY man 17" R48
Not true. Two turbos are better than one nowadays, as they are sequential ie. one loads the other.
The twin turbochargers are installed in a sequential manner, with one high pressure small turbocharger spooling up quickly for low revs and the other low pressure large turbocharger taking care of the higher engine speeds. The high pressure turbo that serves the low revs has a bypass duct to prevent it from being overloaded, and it ceases work from medium engine speeds onwards.
http://paultan.org/2008/04/11/new-me...n-turbodiesel/
The twin turbo charging translate into massive torque at low revs - something the V6 petrol GLK's does not have, and thus the GLK 220 CDI and GLK 250 CDI feels and are much faster than their figures suggest.
For the same reason - as well as good mileage - almost all GLK's sold in Europe are diesels.....
You guys from the US should look forward to diesels comming your way!
Mercedes-Benz’s new OM651 turbodiesel engine, which is available in 3 stages of tune.
In the 250 CDI state of tune, the 2,143cc turbodiesel produces 204 horsepower at 4,200rpm and 500Nm of torque between 1,600rpm and 1,800rpm. Two lower states of tune are available – a 220 CDI tuning which results in 170 horsepower between 3,200rpm and 4,800rpm and 400Nm of torque between 1,400rpm and 2,800rpm, and another 200 CDI tuning produces 136 horses between 3,000 and 4,600rpm, and 330Nm of torque between 1,600rpm and 2,800rpm.
In the 250 CDI state of tune, the 2,143cc turbodiesel produces 204 horsepower at 4,200rpm and 500Nm of torque between 1,600rpm and 1,800rpm. Two lower states of tune are available – a 220 CDI tuning which results in 170 horsepower between 3,200rpm and 4,800rpm and 400Nm of torque between 1,400rpm and 2,800rpm, and another 200 CDI tuning produces 136 horses between 3,000 and 4,600rpm, and 330Nm of torque between 1,600rpm and 2,800rpm.
The twin turbochargers are installed in a sequential manner, with one high pressure small turbocharger spooling up quickly for low revs and the other low pressure large turbocharger taking care of the higher engine speeds. The high pressure turbo that serves the low revs has a bypass duct to prevent it from being overloaded, and it ceases work from medium engine speeds onwards.
http://paultan.org/2008/04/11/new-me...n-turbodiesel/
The twin turbo charging translate into massive torque at low revs - something the V6 petrol GLK's does not have, and thus the GLK 220 CDI and GLK 250 CDI feels and are much faster than their figures suggest.
For the same reason - as well as good mileage - almost all GLK's sold in Europe are diesels.....
You guys from the US should look forward to diesels comming your way!
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Joined: Sep 2007
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From: Minnesota
2008 GL 320 CDI Black/Black
For those of us on the forum - we DO desire MORE diesels! MB and the rest of the car companies that offer diesels need to do better marketing on why they are better all around engines. I'll never sell mine!
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2006 E320 CDI
Look at the engine's design compered to those of even one generation ago. The emissions systems dwarf the engine and make it occupy the same area as V6.
Actually it is. With diesels its only a matter of deciding how much boost and fuel to put into it. The engine would be drastically more efficient without the EGRs and DPF choking it down.
That is false information. They are a modulated 2-stage design, not sequential. And a single VNT turbo will perform equally well in the same conditions. The difference is they save about $100 per engine using two cheap turbos instead of a high quality VNT. On top of that, the turbos are ancient inefficient K-series turbos (K14 and K26) instead of a modern design.
Can't be choked with these figures .
That is false information. They are a modulated 2-stage design, not sequential. And a single VNT turbo will perform equally well in the same conditions. The difference is they save about $100 per engine using two cheap turbos instead of a high quality VNT. On top of that, the turbos are ancient inefficient K-series turbos (K14 and K26) instead of a modern design.
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Super Member
Joined: Mar 2011
Posts: 552
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From: Near Niagara Falls, Canada
2013 ML BLUETEC JULY 31
Can't be choked with these figures .Not according to this test in the UK :-
http://www.topgear.com/uk/mercedes-b...blueefficiency
http://www.topgear.com/uk/mercedes-b...blueefficiency
If I read correct this is not BlueTec and is a 2010 C class.
Not quite the same engine
Member
Joined: Dec 2011
Posts: 144
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2008 R320 CDI, 2006 smart fortwo cabrio, 1983 240D, 1982 300SD, 1980 300SD
The GLK250 CDI is confirmed for 2013 in Canada...already read the reviews and saw the TV shows.
There is a trade off in twin turbo vs VNT-twice the turbos to replace when they fail HOWEVER they are simpler and less likely to fail due to the VNT system gumming up and sticking which is the number one reason to replace a VNT turbo...which usually happens around 100k miles or more if driven alot. Normal old school turbos usually last 150-200k miles easily enough.
There is a trade off in twin turbo vs VNT-twice the turbos to replace when they fail HOWEVER they are simpler and less likely to fail due to the VNT system gumming up and sticking which is the number one reason to replace a VNT turbo...which usually happens around 100k miles or more if driven alot. Normal old school turbos usually last 150-200k miles easily enough.
