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EeMERCESEBENZ.COM -http://www.emercedesbenz.com/Jan07/19_The_2008_Mercedes_Benz_C_Class_Engines_And_Tran smsissions.html

With a remarkable boost in output by up to 13 percent and an increase of around 18 percent in torque, the engines also do more than their bit to create the lively nature of the new C-Class. The four and six-cylinder units not only excel with powerful responsiveness, but also contribute to the excellent ride comfort of the Saloon with their improved smoothness. By virtue of this successful synthesis of agility and comfort, the C-Class underlines its claim to leadership in this market segment.

Mercedes-Benz has paid particular attention to further development of the four-cylinder engines. In the petrol range, the output of the entry-level C 180 KOMPRESSOR has increased from the previous 105 kW/143 hp to 115 kW/156 hp, with maximum torque improved by 4.5 percent from 220 to 230 newton metres, while the C 200 KOMPRESSOR develops 15 kW/20 hp more than before. It has an output of 135 kW/184 hp and generates its maximum torque of 250 newton metres from 2800 rpm.
These modified engines considerably improve the performance and fuel consumption of the four-cylinder models. When accelerating from standstill to 100 km/h, the C 200 KOMPRESSOR is 0.5 seconds faster than its predecessor. Improvements in fuel consumption are equally impressive: the C 180 KOMPRESSOR consumes 0.2 litres per 100 kilometres less premium petrol than before, while the combined fuel consumption of the C 200 KOMPRESSOR has been reduced by 0.5 litres per 100 kilometres.
The measures taken to achieve this higher output and improved torque include the use of modified engine timing, a more dynamic supercharger and improved pistons. With compression ratios of 9.5 : 1 (C 180 KOMPRESSOR) and 8.5 : 1 (C 200 KOMPRESSOR), these four-cylinder engines are designed to run on unleaded premium petrol (95 RON).
The modern V6-engines in the C-Class range remain unchanged, with a choice of three petrol units developing 150 kW/204 hp, 170 kW/231 hp and 200 kW/272 hp. Their technical highlights include variable camshaft adjustment for the intake and intake sides, a variable intake manifold and intake ports with so-called tumble flaps. This technology produced a higher output and torque yield while reducing fuel consumption.
Key data for the petrol engines at a glance:
C 180 KOMPRESSOR* C 200 KOMPRESSOR C 230* Cylinders4 in-line4 in-line V6Displacement1796 cc 1796 cc 2496 cc Output115 kW/
156 hp135 kW/
184 hp150 kW/
204 hpMax. torque 230 Nm
at 2800-4600 rpm250 Nm
at 2800-5000 rpm245 Nm
at 2900–5500 rpm0 - 100 km/h 9.5 s 8.6 s 8.4 s Max. speed 223 km/h 235 km/h 240 km/h Comb. fuel consumption 7.8 l/100 km 7.9 l/100 km 9.6 l/100 km
C 280 C 350 CylindersV6V6Displacement2996 cc 3498 cc Output170 kW/231 hp 200 kW/272 hp Max. torque 300 Nm
at 2500-5000 rpm350 Nm
at 2400-5000 rpm0 - 100 km/h 7.3 s 6.4 s Max. speed 250 km/h 250 km/h Comb. fuel consumption 9.4 l/100 km 9.7 l/100 km *available from autumn 2007

Diesel engines: four-cylinder units with considerably more output and torque
Further development of the four-cylinder units was also the main focus for the diesel engines, and the results are more than respectable: with considerably more output and torque, the common-rail units consume up to 0.3 litres per 100 kilometres less fuel than in the preceding series. In the New European Driving Cycle (NEDC), the C 200 CDI and C 220 CDI are able to travel 100 kilometres on just 6.1 litres of fuel – which means that the diesel saloons are able to cover a distance of more than 1000 kilometres on one 66-litre tank filling.
The engineers in Stuttgart have made further improvements to the engine itself, the turbocharger and the common-rail direct injection system, modifying more than 90 components. For example:

• To increase engine output, the compression ratio was lowered from 18.0 : 1 to 17.5 : 1. Shorter connecting rods and higher pistons also contribute to this.
• The air ducting in these engines was improved in terms of pressure losses and lower noise.
• The intercooler and turbocharger were modified to improve the responsiveness of the CDI engines even more in the lower engine speed range, while further reducing nitrogen oxide emissions.
• The cylinder head has a new cooling concept which allows better performance characteristics.
• Mercedes engineers have developed the injection system further, e.g. achieving more progress in demand-related fuel metering by the use of a solid-borne vibration sensor. The benefits of this include a noticeable reduction in combustion noise.
• Ceramic glow plugs, which reach higher temperatures than the previous metallic glow plugs, improve the starting and cold-running characteristics of the diesel engines.
• Balancer shafts in the crankcase, which counter-rotate at twice the speed of the crankshaft, compensate inertia forces and ensure the smooth, quiet running typical of a six-cylinder engine. This Lanchester harmonic balancer is now also standard equipment in the C 200 CDI.

As a result of these measures the new C 200 CDI has eleven percent more output than the preceding model, with 100 kW/136 hp versus the previous 90 kW/122 hp. The C 220 CDI develops a peak output of 125 kW/170 hp (previously 110 kW/150 hp), and generates a torque of 400 newton metres from 2000 rpm - around 18 percent more than before. Key data for the CDI models at a glance:
C 200 CDI* C 220 CDI* C 320 CDI* Cylinders4 in-line4 in-line V6Displacement2148 cc 2148 cc 2987 cc Output100 kW/ 136 hp125 kW/ 170 hp165 kW/
224 hpMax. torque 270 Nm
at 1600-3000 rpm400 Nm
at 2000 rpm510 Nm
at 1600–2800 rpm0 - 100 km/h 10.4 s 8.5 s 7.7 s Max. speed 215 km/h 229 km/h 250 km/h Comb. fuel consumption 6.1 l/100 km 6.1 l/100 km 7.2 l/100 km*available from autumn 2007; **available from summer 2007

The up-to-date V6 diesel engine remains unchanged for the new C-Class. With an output of 165 kW/224 hp and a maximum torque of 510 newton metres, this six-cylinder unit is one of the most powerful in its class. This high torque is on tap between 1600 and 2800 rpm, giving the V6 torque characteristics that are unrivalled in this displacement class.
These results are in large measure due to third-generation common-rail direct injection, which features innovative piezo-injectors. These operate much more rapidly and precisely than the previous solenoid valves, and ensure a particularly finely metered fuel supply to the cylinders. This allows the fuel injection to be even more precisely adjusted to the current load and engine speed, and now makes five injections per power stroke possible at a peak pressure of up to 1600 bar. Electrically controlled intake port shut-off modifies the turbulence of the intake air as it enters the cylinders, optimising the combustion process with the aim of further reducing the fuel consumption and exhaust emissions.
Emissions control: particulate filter as standard for the CDI models
Mercedes-Benz equips the diesel models in the new C-Class with a maintenance-free particulate filter as standard. This is downstream of an oxidising catalytic converter which acts with the particulate filter to reduce exhaust pollutants to well below the EU-4 limits. The exhaust system is completely of stainless steel, and is of twin-pipe construction in the C 320 CDI.
The emissions control system for the four-cylinder petrol engines is also a two-stage process, consisting of a near-engine mounted three-way catalytic converter with control and diagnostic sensors, plus an additional underfloor catalytic converter. In the V6 models, air-gap insulated exhaust manifolds and twin-walled, insulated catalytic converter bodies ensure that these reach their optimal operating temperature more rapidly after cold-starting. In this case the exhaust system is of twin-pipe design with chrome tailpipes, and no underfloor catalytic converter is required. As in the petrol models, the exhaust system of the diesel models is completely of stainless steel and meets the highest standards in terms of a long operating life.
Transmission: AGILITY CONTROL for rapid and precise gearshifting
With the exception of the C 350, all the models in the new C-Class are equipped with a six-speed manual transmission with AGILITY CONTROL gearshift for a short, precise shift travel as standard. Mercedes engineers have developed a new manual transmission for the C 320 CDI: wider gear wheels, a third bearing level for the layshaft and main shaft, as well as a larger clutch, enable this transmission to cope with the high torque of the six-cylinder engine (510 newton metres).
The top-of-the-range C 350 is equipped with 7G-TRONIC, the world’s only seven-speed automatic transmission, as standard. This is also optionally available for the other V6 models in the new C-Class. The four-cylinder models are available with a five-speed automatic transmission on request.



With a remarkable output boost of over 13 percent and an increase in torque of around 18 percent, the engines give the new C-Class its athletic performance.


With a remarkable output boost of over 13 percent and an increase in torque of around 18 percent, the engines give the new C-Class its athletic performance.



Mercedes-Benz has placed particular emphasis on refining its four-cylinder engines. In the petrol engine line-up the output of the C 180 KOMPRESSOR entry-level model has been increased from the previous 105 kW/143 hp to 115 kW/156 hp, maximum torque has been increased by 4.5 percent from 220 to 230 Newton metres. The C 200 KOMPRESSOR delivers an extra 15 kW/ 20 hp, producing 135 kW/184 hp, and maximum torque of 250 Newton metres from 2800 rpm.


Despite significantly higher output and even higher torque, the fuel consumption for the four-cylinder CDI engines is 0.3 litres less per 100 kilometres than the outgoing model. The Stuttgart-based engineers have further improved the engine, turbocharger and common-rail direct injection - over 90 com ponents have been modified.


Despite significantly higher output and even higher torque, the fuel consumption for the four-cylinder CDI engines is 0.3 litres less per 100 kilometres than the outgoing model. The Stuttgart-based engineers have further improved the engine, turbocharger and common-rail direct injection - over 90 com ponents have been modified.


Despite significantly higher output and even higher torque, the fuel consumption for the four-cylinder CDI engines is 0.3 litres less per 100 kilometres than the outgoing model. The Stuttgart-based engineers have further improved the engine, turbocharger and common-rail direct injection - over 90 com ponents have been modified.


The ultra-modern V6 diesel engine remains unchanged in the C-Class line-up. Producing 165 kW/224 hp and maximum torque of 510 Newton metres, this six-cylinder engine is among the most powerful engines in its class.


The ultra-modern V6 diesel engine remains unchanged in the C-Class line-up. Producing 165 kW/224 hp and maximum torque of 510 Newton metres, this six-cylinder engine is among the most powerful engines in its class.


The ultra-modern V6 diesel engine remains unchanged in the C-Class line-up. Producing 165 kW/224 hp and maximum torque of 510 Newton metres, this six-cylinder engine is among the most powerful engines in its class.


The new C-Class has adopted the ultra-modern six-cylinder engines virtually unchanged from the out range from 150 kW/204 hp to 200 kW/272 hp.


The new C-Class has adopted the ultra-modern six-cylinder engines virtually unchanged from the out range from 150 kW/204 hp to 200 kW/272 hp.


The new C-Class has adopted the ultra-modern six-cylinder engines virtually unchanged from the out range from 150 kW/204 hp to 200 kW/272 hp.





The new C-Class has adopted the ultra-modern six-cylinder engines virtually unchanged from the out range from 150 kW/204 hp to 200 kW/272 hp.





The ultra-modern V6 diesel engine remains unchanged in the C-Class line-up. Producing 165 kW/224 hp and maximum torque of 510 Newton metres, this six-cylinder engine is among the most powerful engines in its class.





The new C-Class has adopted the ultra-modern six-cylinder engines virtually unchanged from the out range from 150 kW/204 hp to 200 kW/272 hp.





The new C-Class has adopted the ultra-modern six-cylinder engines virtually unchanged from the out range from 150 kW/204 hp to 200 kW/272 hp.





Despite significantly higher output and even higher torque, the fuel consumption for the four-cylinder CDI engines is 0.3 litres less per 100 kilometres than the outgoing model. The Stuttgart-based engineers have further improved the engine, turbocharger and common-rail direct injection – over 90 com ponents have been modified.





Mercedes-Benz has placed particular emphasis on refining its four-cylinder engines. In the petrol engine line-up the output of the C 180 KOMPRESSOR entry-level model has been increased from the previous 105 kW/143 hp to 115 kW/156 hp, maximum torque has been increased by 4.5 percent from 220 to 230 Newton metres. The C 200 KOMPRESSOR delivers an extra 15 kW/ 20 hp, producing 135 kW/184 hp, and maximum torque of 250 Newton metres from 2800 rpm.





Mercedes-Benz has placed particular emphasis on refining its four-cylinder engines. In the petrol engine line-up the output of the C 180 KOMPRESSOR entry-level model has been increased from the previous 105 kW/143 hp to 115 kW/156 hp, maximum torque has been increased by 4.5 percent from 220 to 230 Newton metres. The C 200 KOMPRESSOR delivers an extra 15 kW/ 20 hp, producing 135 kW/184 hp, and maximum torque of 250 Newton metres from 2800 rpm.


With the exception of the C 350, all the new C-Class models come as standard with a six-speed transmission featuring AGILITY CONTROL gearshift, which offers short gearshift travel and precise action. For the C 320 CDI the Mercedes engineers have developed a new manual transmission: wider gear wheels, a third bearing plane for the countershaft gear and main shaft as well as a larger clutch mean this transmission can transfer the high torque from the six-cylinder unit (510 Newton metres).


With the exception of the C 350, all the new C-Class models come as standard with a six-speed transmission featuring AGILITY CONTROL gearshift, which offers short gearshift travel and precise action. For the C 320 CDI the Mercedes engineers have developed a new manual transmission: wider gear wheels, a third bearing plane for the countershaft gear and main shaft as well as a larger clutch mean this transmission can transfer the high torque from the six-cylinder unit (510 Newton metres).


The top-of-the-line C 350 comes off the assembly line with the unique 7G-TRONIC seven-speed automatic transmission as standard, which is also available as an option for the other V6 models in the new C-Class. Mercedes-Benz can also fit the four-cylinder models with a five-speed automatic transmission as an option.



Copyright © 2007, DaimlerChrysler AG

Without reading all that crap how much HP TQ will the higher end (Non AMG) Mercedez C have?

Audi is coming with a 324 Bhp Normally Aspirated 3.6 V6. The Lexus IS350 outputs 300 Bhp out of a NA 3.5 V6.

Now where's Mercedes with a 3.5 V6 Direct Injection which could easily produce 315 Bhp?

the 7 G tronic should eb avaiable accross the range, 5 ocgs might be enough theoretically for 4 pots, but come to think of it, the weaker engines benefit most from the 7G.
anyway comeptition is offering 6 speeds throughout the range, is mercedes trying to offer teh same average?

That would either be the C350 with 272hp and 350Nm or the C320 CDI 224hp and 510Nm. They probably debut new engines with direct injection next year some time when they get enough mileage and refinement out of them.

Good question. If Audi does a 324hp version of the 3.6L V6 in the Passat and BMW, Lexus, and Cadillac all have 300 or more hp, then you know Mercedes is going to go ape !@#$ with their next V6. I betting on 325-335hp. At the same time I think the V8s will get a boost too, taking the 4.7 in the S450 from 340h to about 375 and the S550's 382hp to about 420, to make room for a 325-340hp V6. You know Mercedes won't take this lower-class hp war lying down having seen off any and all competitors in the V8/V12 segments.

M