Daimler is now using the world’s first plastic engine support for its six-cylinder diesel engine installed in the new GL Class.

The announcement was made at the VDI-K Conference “Plastics in Automotive Engineering”, held in Mannheim, Germany.

According to BASF, compared to the previous aluminum support, the plastic part offers improved acoustical properties, better thermal insulating characteristics and a definite weight advantage, while being able to withstand the same load.

The part, which supports the engine with the aid of the engine mounts, is molded from Ultramid A3WG10 CR, a highly reinforced specialty polyamide from BASF that has been optimized for high mechanical loads.

Joma-Polytec in Bodelshausen assumed responsibility for designing the injection mold and producing the plastic engine support.

The torque supports that are already used by various automakers in versions of Ultramid transmit only the tilting moment of the engine.

In contrast, engine supports are subject to a permanent load – the engine’s weight – while absorbing in addition the entire engine torque. To date, they have always been made from aluminum.

To replace aluminum in this crash-relevant application, the plastic must fulfill demanding mechanical requirements, While BASF’s Ultramid A3WG10 CR is very rigid, it was necessary to demonstrate that the material exhibited sufficiently low tendency to creep in the confined space of the engine compartment when subjected to a continuous load.

Furthermore, depending on the installation conditions in the engine compartment, the plastic engine support must also withstand high bending moments.

The good acoustic characteristics are the primary benefit of the Ultramid engine support over its aluminum counterpart. Thanks to the damping behavior specific to plastic, the new engine support contributes to a more balanced sound.

An additional benefit is that the heat conduction of the plastic is considerably less than that of aluminum. As a consequence, the Ultramid engine support provides better protection from the engine’s heat for the natural rubber engine mounts connected to it, increasing their service life.

In the context of the CO2 discussion, a weight savings of over 30% for the plastic part versus the aluminum version is seen by both Daimler and BASF as an additional plus.

The post World’s First Plastic Engine Support For Mercedes GL Class appeared first on HybridCars.com.

The Infiniti Q50 is the first Infiniti Q car to take the Geneva spotlight. An all-new sedan for the premium D segment, the Q50 is on show in Geneva in 3.5 Hybrid form and also, enjoying its world premiere, as the Q50 2.2d.

The 2.2d is powered by a new 2.2-liter diesel engine.

The Infiniti Q50 is the first Infiniti to benefit from the brand’s collaboration agreement with Daimler AG. The 2.2-litre direct-injection four-cylinder turbo-diesel engine has been modified by the Infiniti engineering teams to ensure engine response is in line with Infiniti’s emphasis on performance.

It is the same engine used in certain C and E-class Mercedes.

The engine offers power and torque while retaining a low CO2 output, which positions the Q50 at the centre of the premium saloon market in Europe.

Infiniti’s first four-cylinder diesel engine provides 170 horsepower, 295 pound-feet of torque and low emissions starting from below 115g/km of CO2.

Both a 6-speed manual and a 7-speed automatic will be available with the diesel engine and have been tailored to Infiniti’s specific requirements.

Infiniti engineers spent time making sure then diesel engine feels different from its Mercedes version, with faster response in keeping with the sportier drive characteristics Infiniti requires. Although power is essentially the same, the manner in which these maxima are achieved is unique to Infiniti. This has been achieved not just by digital remapping but a considerable amount of re-engineering.

Unique Infiniti engine parts include air inlet, intercooler, low-pressure fuel system and after treatment system, oil pan, engine mounts, and engine control unit (ECU). Visible engine items are in addition unique to Infiniti. The engine block, turbocharger, exhaust and injection system are shared with the Mercedes-Benz version.

The second version of the Q50 for Europe is the Q50 3.5 Direct Response Hybrid.

Infiniti believes its accelerative ability will guarantee it a place in the top echelons of European high performance sports sedans.

With 0-100km/h (60 mph) estimated to be well under 5.5 seconds. it is likely even to outperform its big brother, the Infiniti M35h, which is currently listed in Guinness World Records as the world’s fastest accelerating hybrid car.

The 364 horsepower Q50 3.5 Hybrid shares the same dual-clutch Direct Response Hybrid system and 7-speed automatic transmission as the M35h, but with changes to improve performance, extend its electric-only range and allow for an outstanding cargo capacity for a hybrid in this class.

Infiniti estimates the Q50 hybrid fuel consumption on the combined cycle to be at 6.2 l/100km (45mpg) and CO2 emissions under 145g/km.

The Q50 3.5 Hybrid will be available in both rear and all-wheel drive forms in Europe.

The Q50’s styling with distinctive human eyes-like headlight and “Double Arch” grille is similar to what has been shown in North America.

Infiniti said the Q50’s world-first technologies such as Direct Adaptive Steering, and a digital environment are promising unprecedented levels of customization and distinguish Infiniti’s most European car yet.

Infiniti is showing a taste of the future in the form of the LE Concept. Infiniti’s first 100% electric car, the dramatically-styled LE Concept proclaims “dynamic luxury” far more than “electric vehicle”, something the production version – due in under two years’ time – will maintain. As an Infiniti, driving pleasure and performance will be uppermost.

The post Diesel And Hybrid Models For European Q50 appeared first on HybridCars.com.

In the coming months Mercedes-Benz Danmark will deliver 50 Mercedes-Benz Vito E-CELL battery-powered electric vehicles to Post Danmark, the Danish postal services.

Mercedes-Benz said this is the largest order for Vito E-CELL panel vans in Europe to date.

“We are delighted about this major order from Scandinavia. The successful conclusion of the contract with Post Danmark underscores just how ably our Vito E-CELL has demonstrated its worth in this large-scale operation in Denmark over the past months” said Klaus Maier, Head of Sales and Marketing, Mercedes-Benz Vans.

A pilot operation with Post Danmark began on the island of Bornholm with three vehicles in mid-2011. A crucial factor for the decision in favor of the Mercedes-Benz Vito E-CELL was the combination of the advantages of a classic van with those of an electric drive system.

The Vito E-CELL’s electric motor delivers 60 kilowatt. The lithium-ion battery with an overall capacity of 36 kilowatt-hour is located underneath the load compartment floor. Power is transmitted to the front wheels.

The batteries of the Vito E-CELL are recharged in a maximum of five hours from a 380/400 volts connection.

A transformer and a battery charger with an output of 6.6 kilowatt are located under the hood.

The load compartment, which can be utilized without restrictions of any sort, can accept a payload of up to 850 kilograms (1874 pounds).

The vehicle’s top speed is limited to 89 km/h (55 mph). This benefits the van’s range, which is rated at 130 kilometers (80 miles) according to the NEDC (New European Drive Cycle), which is ample to meet the requirement profile of the Danish postal services since the new electric vans “made by Mercedes-Benz” are intended for short delivery rounds (with numerous stops in between) in the larger Danish cities.

“The field test with the E-CELL Panel Van on the island of Bornholm ran to the full satisfaction of our customer, so the Danish postal services will now use these vehicles on a widespread basis. Without such ambitious enterprises, it would be very hard to make our vision of emission-free mobility become a reality”, added Markus Denzler, managing director, Commercial Vehicles, Mercedes-Benz Denmark and Sweden.

The post Vito EV Goes Postal In Danmark appeared first on HybridCars.com.

Since its introduction as a 2010 model, the S400 Hybrid has not had any styling changes or revisions to features offered.

A Different Luxury Hybrid Approach

The Mercedes S-Class is renowned for its powerful engines; from the S550’s 429 horsepower V8 and culminating with the S65 AMG featuring the AMG-tuned V12 that produces an outrageous 621 horsepower. But instead of adding electric power to boost the output of a V8, the decision was made to offer a hybrid that would appeal to a more discerning driver: one that seeks a more eco-conscious way of traveling in luxury.

Developed jointly with BMW, the S400’s hybrid system is a “mild” hybrid similar to Honda’s Integrated Motor Assist hybrid powertrain, meaning it cannot be driven on electrical power alone. The 275 horsepower V6 gasoline engine is similar to the 3.5 liter used in other Mercedes cars and SUVs, but this version has different cylinder heads and pistons and a modified camshaft. It also uses a more efficient combustion strategy known as the Atkinson cycle, a common hybrid approach. The downside of the Atkinson cycle is diminished engine torque, especially at low rpm.

That’s where the electric motor comes in – think of its as sort of a substitute for a turbocharger that instead of cramming more fuel in, effectively reduces fuel requirements, while still yielding more total power. The small, disc-shaped three-phase external-rotor AC motor fits in the torque converter housing between the engine and the specially adapted seven-speed automatic transmission. When called upon, it adds 118 pounds-feet of torque and 20 horsepower to the V6’s output to boost starting acceleration and improve passing performance. The combined system generates 295 horsepower and an impressive 284 pounds-feet of torque. The compact motor also functions as a starter and generator.

Energizing the motor is a 32-cell, 120-volt, 0.9 amp-hour, lithium-ion battery. About the size of a shoebox, the battery fits neatly in the rear right hand corner of the engine bay. Regenerative braking pushes electricity back into the battery.

Like most hybrids, the Mercedes S400 system incorporates a stop-start function. When the car stops at a light or in traffic, the engine shuts off, saving fuel. Lift off the brake pedal and the engine instantly revives, briskly accelerating courtesy of the electric motor. In total, the hybrid system works with the German precision you would expect.

In the U.S. hybrids are about fuel mileage, in Europe it’s about emissions. The S400 Hybrid has an EPA estimated fuel economy of 19 miles per gallon in the city and 25 on the highway, for an average of 21 mpg – a little more than a 20 percent improvement over the S550. As for emissions, it has an extremely low CO2 output of 186 grams per kilometer and receives a Super Ultra Low Emission Vehicle rating from the California Air Resources Board.

Big European Sedan Style

Luxury rivals Audi, BMW, Jaguar and Lexus offer standard and extended wheelbase sedan models. For U.S. buyers, the S-Class comes only in one version, and it’s long – slightly more than 17-feet long. A deft pen, however, stretches out a well-proportioned body to create a low and lengthy body.

The hood points downward and merges into a pronounced arrow-shaped grille and wing-like headlamps. A steep windshield meets the roof that gracefully curves rearward towards a shallower raked rear window. Prominent wheel arches defeat the look of a big slab-sided car. The culmination of the design is a stately sedan with a big dose of European style.

Inside, there’s small doubt that the Mercedes S-Class has the most refined and luxurious cabin in the car business – Bentley and Rolls Royce excluded. Automobile Magazine summed it up with two words, “Gorgeous interior.”

Quilted leather highlighted by Eucalyptus wood trim dominates a supremely quiet cabin, with hardly an ounce of plastic to be found. Fit-and-finish is impeccable, and switches have a ribbed texture that operate with a substantial mechanical feel.

An option to seriously consider is massaging front seats, a pampering feature that Mercedes has perfected. Settings range from slow and light to fast and vigorous. Skip the upgraded seats and you’ll find the standard ones still impressive: 16-way power-adjustable, ventilated and heated.

The S400 Hybrid is brimming with interior tech starting with a 15-speaker harmon/kardon audio system, Bluetooth, ipod/MP3 interface, 7.2-GB music register and a hard-drive navigation system with Zagat. Optional is a dual-view navigation screen that can show a DVD movie to the front seat passenger and the navigation screen to the driver. The only electronic quirk is the COMAND interface that makes simple processes like tuning the radio or adjusting climate controls complicated and frustrating.

Driving Manners

HybridCars.com drove the S400h on the roads of Southern Germany. Our drive loop took us from Stuttgart – the home of Mercedes Benz – to the town of Buel and back, a round trip of approximately 150 miles. The route was evenly comprised of high-speed driving on the Autobahn – where we ran at, ahem, triple digit speeds – as well as moderately paced rural roads, and narrow streets through smaller hamlets.

Mercedes-Benz alludes to the S400h as having the power of a V8, but that’s a stretch. The company’s own numbers show the hybrid reaching 60 mph in 7.2 seconds compared with the V8 S550 making it in 5.4. That’s not say the S400 is a slug. Performance may not be exhilarating but the car felt surprisingly sprightly and right at home on the high-speed Autobahn.

The S400 drives much smaller than it is. Cutting through the tight twisties of Germany’s Black Forest, the hybrid cornered flatly and with confidence. It is as nimble and agile as its gas-powered counterpart. Stability comes from Active Body Control, a suspension system that continually adapts its tuning to the current driving situation. Other high-tech advancements include a pre-collision system, adaptive high beam assist, lane keep assist, and radar-based cruise control.

Of course, we tracked fuel economy and achieved an impressive 29.3 miles per gallon on our 150 mile jaunt – danged good for a car that weighs nearly 5,000 pounds. With much stricter speed limits in the U.S., it’s reasonable to assume fuel efficiency results will be even better.

Economics

To state the obvious, the S400 Hybrid is expensive. The base MSRP of $91,850 can easily and quickly climb from there when piling on the options. But for that price, not only are buyers getting the Mercedes-Benz prestige factor, they are also getting the engineering that the German automaker has built its reputation on. And for giving up a bit – just a bit – of performance, they are getting in exchange an S550 with better fuel economy and saving $2,600. That’s rather compelling for uncompromising affluent buyers seeking a slightly greener ride.

Prices are manufacturer suggested retail price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

The post 2012 Mercedes S400HV Hybrid Review appeared first on HybridCars.com.

The Mercedes-Benz S 250 CDI BlueEFFICIENCY was declared the 2012 World Green Car during the New York International Auto Show.

The Mercedes-Benz S 250 CDI BlueEFFICIENCY was chosen from an initial entry list of 23 new vehicles from all over the world, then three finalists: the Mercedes-Benz S 250 CDI BlueEFFICIENCY, the Ford Focus Electric, and the Peugeot 3008 Hybrid.

This is the second time in World Green Car history that a Mercedes-Benz technology has won this prestigious honor. The Mercedes-Benz E 320 BlueTEC technology was the 2007 World Green Car winner.

The S 250 CDI BlueEFFICIENCY is powered by a four-cylinder diesel unit with direct injection and turbocharging. It has a displacement of 2,143 cc (2.1 liter), from which it delivers 204 horsepower and 368 pound-feet of torque, with a fuel consumption rating of 5.7 l/100 km combined (41.26 mpg).

Mercedes’ win this year is a repeat performance for its clean diesel technology following the 2007 World Green Car Award given to the Mercedes BlueTEC E320. The World Green Car competition factored in tailpipe emissions, fuel consumption, and use of a major advanced power plant technology (beyond engine components), aimed specifically at increasing the vehicle’s environmental responsibility.

To be eligible for the overall World Car award, the candidates had to have been available for sale on at least two continents during the period beginning Jan. 1, 2011 and ending May 30, 2012. Vehicles were selected and voted on by an international jury panel comprised of 64 top-level automotive journalists from 25 countries around the world.

The post Mercedes’ BlueEFFICIENCY Wins Green Award appeared first on HybridCars.com.

Mercedes-Benz is launching a Europe-only diesel-hybrid version of its E Class sedan.

Named E 300 BlueTEC HYBRID, its strength will be a low diesel consumption of 4.2 l diesel/100 km (56 mpg) and 109 g CO2/km.

Its modular hybrid concept with lithium-ion battery does not impose any compromises on space and combines numerous energy saving technologies like start/stop, regeneration, boost effect, all-electric driving and a ‘sailing’ or coasting mode. According to Mercedes-Benz, the E 300 BlueTEC HYBRID is the world’s most fuel-efficient model in the luxury segment.

The E 300 BlueTEC HYBRID, available in both sedan and wagon versions, is powered by a 204 horsepower 4-cylinder diesel engine generating 500 Nm (368 lb.-ft.) of torque. The diesel engine is coupled to an electric motor rated at 20 kw and 250 Nm (184 lb.-ft.).

Other upgrades are being done, which apply to the whole E Class lineup, including upgraded telematics, a new exterior sports package incorporating AMG styling elements and various color and trim changes.

The post 56 mpg For Europe-Only E-Class Diesel Hybrid appeared first on HybridCars.com.

We’d said it would happen, and sure enough, Daimler and BYD unveiled their joint EV brand Denza today. They literally just unveiled the brand. The cars will be unveiled at the Beijing Motor Show in the last week of April. They should have kept everything covered and hire some professionals.

The brand unveiling took place at BYD’s headquarters in balmy Shenzhen, on the other side of the Hong Kong border. Carnewschina is miffed that they were not invited to the shindig. What should I say, I am in Shenzhen and nobody told me. I am glad I did not go.

Today, the Chinese counterpart of Denza was unveiled: Tengshi.

Further unveiled was a logo. It looks like a drop of something, kind of strange for an EV.

Finally unveiled was a slogan: “EV the Future.”

The Denza Web site is a low-budget affair that looks like it was put together with Microsoft Word at the last minute.

If Daimler and BYD have paid more than $1,000 for logo, slogan and website, then they wasted money.

Message to Daimler: All this is shockingly pedestrian, and an embarrassment. It does not at all reflect the class and refinement that usually goes into Daimler branding. If the car reflects the haphazard branding, then I don’t want to see it.

I guess the car will look like an old B Class anyway.

The post Daimler And BYD Launch Denza Brand appeared first on HybridCars.com.

With commercial vehicles increasingly becoming targets for cleaner emissions and improved fuel mileage, manufacturers have been looking at ways to improve powertrain efficiency. Besides exploring EV, Hybrid and Natural Gas technology, in the short term, one of the most logical is developing cleaner, more frugal diesel engines.

In order to comply with the upcoming Euro VI emissions targets, Mercedes-Benz has released a new line of “BlueEfficiency Power” middle-weight diesel engines which supplement the OM 470 and OM 471 motors already employed in heavy, over-the-road trucks.

These new engines, the 5.1-liter OM 934 and 7.7-liter 936 (the last digit signifying four or six cylinders), sport variable valve timing (which according to Mercedes-Benz is the first time such a feature has been incorporated on a diesel) and are designed for use in Mercedes and other brand trucks employed in light/medium duty construction work (such as the Atego shown above), plus highway hauling as well as urban or rural bus applications.

Although aimed at the European market for now, don’t be surprised to see derivatives turn up in medium duty class 6 and class 7 Freightliner trucks on this side of the pond in the near future.

The post Mercedes-Benz Unveils New Medium-Duty Clean Diesel Truck Engines appeared first on HybridCars.com.

How do you create great visibility for your new fuel cell demonstration vehicle? If you’re Mercedes- Benz, you coat your F-Cell with LEDs and make it next to invisible – then take lots of pictures and videos of it. Oh also, circumnavigate the globe with it and make sure that gets good publicity too.

These feats Mercedes has accomplished, and the video shows its virtual invisibility cloak intended to make everyone look.

The F-Cell’s estimated EPA driving range from its 10,150 psi hydrogen tank that stores 3.7 kg of hydrogen is presently listed by M-B at 190 miles (240 miles on Euro cycle), with fuel economy (city/highway per kg Hydrogen) rated at 52/53.

The four-door, four-passenger CUV is front wheel drive, has a curb weight of 3,990 pounds, top speed of 106 mph, and 0-60 performance of 11.4 seconds, Mercedes says. Cargo volume is 19.2 cubic feet with the back seat row up, or 54 cubic feet with it folded down.

As for that long road trip, the F-Cell took 70 driving days to cover four continents. It was limited by the fact that there are only 200 refilling stations worldwide and it had to make use of a mobile refilling helper to get it all the way home.

Mercedes hopes to increase awareness for its hydrogen tech demonstrator, and would like to see more fueling stations as well. Mercedes notes tech specs are subject to change.

The post Mercedes Hydrogen F-Cell Uses LEDs To Blend In appeared first on HybridCars.com.

Although the U.S. is still being promised a delayed BYD electric car, Daimler and BYD have announced plans to produce one next year in China.

According to Daimler chief Dieter Zetsche, the EV that will be built as a joint venture “is frozen, and the first prototype will appear next April.”

Zetsche was reported by Inside Line as saying earlier intentions to build an EV with another JV partner, BAIC, were scrapped because “they have no battery technology, so it was better to do this with BYD.”

This said, the German company that engineers Mercedes and Maybach will also do the lion’s share of development on the BYD car, lending its know how to the ambitious automaker that’s been plagued with issues including allegations of patent violations.

It was also once thought that BYD held advanced battery technology, but in response to whether this was true, Zetsche merely said, “no,” while confirming R&D would be largely done by Daimler.

BYD was given earlier fame when Warren Buffett bought a 10-percent share in it, but more recently has laid off thousands of employees and faced numerous “potholes” in its auto and mobile phone business as Zetsche characterized them.

Zetsche said BYD Chairman Wang Chuanfu has formerly appeared to be a man “who could walk on water — which he can’t.”

But Zetsche reaffirmed his confidence in Wang, denying allegations that he might be a bad manager, and said, “we’re very confident about this company.”

Another key motivator to get started, as has been previously reported, is domestically produced EVs are eligible for substantial government incentives.

A Daimler/BYD electric vehicle buyer would be able to qualify for $9,200 from the Chinese central government, and five Chinese cities offer an additional $9,200.

And beyond all this, the bottom line is Daimler has to partner with someone if it is to do business at all in China, so having done its diligence, it appears BYD is it.

The mutually symbiotic arrangement will help BYD as well, given that the Daimler name will be associated with its vehicles, and Daimler’s engineering apparently will be as well.

Zetsche confirmed Daimler has long-term aspirations, and said if it is going to go to the trouble of building cars in China, it is not solely focused in EV incentives and potential short-term gain.

These incentives could indeed turn out to be short term because rumors have also been stirring that the government may reduce or withdraw incentives, as EVs for some of China’s planners are looking less promising than initially thought.

“It’s short-sighted to go to China, make money and run,” Zetsche said. “There needs to be give and take. BYD was so positively rated that we wanted to co-develop alternative-energy vehicles with them — it’s better to be proactive.”

Inside Line

The post Daimler and BYD to Build Electric Vehicles in China appeared first on HybridCars.com.