Mercedes-Benz CL63 AMG (2019)

Mercedes-Benz CL63 AMG (2019)

Like the existing AMG 6.0-litre V12 biturbo engine, the new eight-cylinder directinjection unit uses very efficient air/water intercooling. The low-temperature cooler with its water circulation is space-savingly accommodated within the V of the cylinder banks. It effectively cools down the intake air compressed by the turbochargers before it enters the combustion chambers, and maintains a constantly low intake temperature under full load. A large radiator at the car's front end ensures metered cooling of the water circulating in the low-temperature circuit. This guarantees a high output and torque yield in all ambient temperatures and operating conditions. Extremely short charge-air ducting makes for outstanding responsiveness. The stainless steel pressure pipes for the fresh and charge air are produced by the hydroforming process, have a wall thickness of only 0.03 inches and are designed for very low pressure loss. The crankcase of the new AMG 5.5-liter V8 biturbo engine is made of diecast aluminum. The low (dry) engine weight of just 450 lbs is the result of uncompromising lightweight construction methods, and leads to the car's very balanced weight distribution. The bearing cover for the main crankshaft bearings is of grey cast iron, and is bolted to the crankcase for high rigidity.

Cast-in Silitec cylinder liners ensure that the eight pistons operate with low friction. Drilled pulsation holes in the crankcase lead to a higher output and fuel savings under partial load: above the bearing blocks there are longitudinally drilled holes which connect adjacent crankcase cavities. Normally the upward and downward movement of the pistons causes air to be forced into and extracted from the sump, which leads to increased internal friction losses and therefore a reduction in output. The pulsation holes prevent this by ensuring effective pressure compensation between the cavities. The forged crankshaft of high-grade 38MnS6BY steel alloy rotates in five main bearings, has eight counterweights and has been optimized with respect to torsional rigidity, inertia, low rotating masses and a long operating life. A twomass viscous damper mounted at the front reliably eliminates vibrations. Each connecting rod journal on the crankshaft carries two forged, cracked connecting rods. In the interests of low mechanical friction and high wear resistance, the lightweight pistons have a metallic contact surface. Pressure-controlled oil-spray nozzles in the crankcase ensure that the highly stressed piston crowns are efficiently cooled.

Perfect charging of the combustion chambers is ensured by large intake and exhaust valves, of which there are four per cylinder. The exhaust valves, which are subject to high thermal loads, are hollow and sodium-cooled. Four overhead camshafts operate the 32 valves via low-maintenance, low-friction cam followers. The infinitely variable camshaft adjustment with a range of 40 degrees on the intake and exhaust sides depends on the engine load and engine speed, leading to outstanding output and torque values. This also results in consistent idling at a low speed. Depending on the engine speed, valve overlap can be varied for the best possible fuel/air supply to the combustion chambers and efficient removal of the exhaust gases. The variable camshaft adjustment is carried out electromagnetically via four pivoting actuators, and is controlled by the engine control unit. The camshafts are driven by three high-performance silent chains, which have considerable advantages in noise comfort compared to cylinder roller chains. Efficient oil delivery under all load and operating conditions is ensured by an oil pump with an electrically controlled compression stage.

The oil pressure can be varied between 29 and 48 psi, which has advantages in terms of friction and fuel consumption. An extraction stage integrated into the oil pump for the two turbochargers prevents oil from being mixed into the charge air and exhaust gases, thereby helping to reduce emissions even further. Both the sump and the extraction point have been optimized for maximum lateral acceleration and efficient lubrication. The oil capacity is 11 quarts. The combined water/oil cooling system is a particularly innovative solution: initially the engine oil only flows through the oil/water heat exchanger. If the cooling performance of the very compact cooler is insufficient, the flow is directed through the external engine oil/air cooler by an oil thermostat. The advantage of this system is that the engine oil warms up (via hot engine coolant) more rapidly. A selectable water thermostat ensures rapid warming of the coolant when starting the engine and driving off.