Engine: Powerful, high-revving V8 naturally aspirated engine with lower fuel consumption

Oct 12, 2009
  • Output of 386 kW/525 hp and 630 newton metres of torque
  • Powerful performance and enormous pulling power
  • Provisional fuel consumption figure is 12.8 litres per 100 km
  • High technology from motor racing went into the design
  • Characteristic AMG V8 sound is one of the hallmarks of this model
With its peak output of 386 kW/525 hp from a displacement of 6208 cc, the AMG6.3-litre V8 engine ranks among the world's most powerful standard-fit eight-cylinder naturally aspirated engines. The rated speed of 6800 rpm and the maximum engine speed of 7200 rpm are the hallmarks of this high-revving engine. But it also boasts enormous pulling power: developing 630 newton metres at 5200 rpm, the AMGV8 offers more torque than any other naturally aspirated engine in this displacement and performance class. High pulling power at low engine speeds, instant responsiveness and exhilarating high-revving flexibility are the strengths of the AMG 6.3-litre V8 engine unveiled in 2005.
With fuel consumption of 12.8 litres per 100 kilometres the high-performance
E 63 AMGEstate betters its predecessor by 1.7 l/100 km or 12 percent (despite the extra output of 8 kW/11 hp) and leads its competitive segment, too. The significant reduction in fuel consumption comes courtesy of a wealth of innovative measures: the E 63 AMGEstate features alternator management with braking energy recovery as standard. The electronically controlled fuel supply, friction-optimised twin-wire-arc-sprayed (TWAS) coating on the cylinder walls and the AMGSPEEDSHIFT MCT 7-speed sports transmission with the Controlled Efficiency consumption-optimised transmission mode and wet start-up clutch, which replaces the torque converter, (see page 16) are also crucial elements in improving efficiency.
Key data at a glance:
 
Mercedes-Benz E 63 AMG Estate
Cylinder arrangement
V8
Cylinder angle
90o
Valves per cylinder
4
Displacement
6208 cc
Bore x stroke
102.2 x 94.6 mm
Cylinder spacing
109 mm
Compression ratio
11.3 : 1
Output
386 kW/525 hp
at 6800 rpm
Output per litre
62.2/84.6 kW/hp
Max. torque
630 Nm at 5200 rpm
Torque per litre
101.5 Nm
Maximum engine speed
7200 rpm
Engine weight (dry)
199 kg
Fuel consumption
NEDC combined
12.8 l/100 km
CO2 emissions
299 g/km
Acceleration 0-100 km/h
4.6 s
Top speed
250 km/h*
* electronically limited
Recuperation: generating energy during braking
Alternator management takes advantage of the engine's overrun phases and braking to recover kinetic energy. This energy is then used to charge the battery, rather than being wasted by simply generating heat. This recuperation assists the driver not only during braking action but also helps convert the braking energy into electrical energy. Conversely, the alternator is switched to no-load operation during acceleration, thus reducing the load on the engine. All of which saves fuel: some 0.15 litres per 100 kilometres as per NEDC ratings and up to 0.2 l/100 km on urban roads with frequent overrun and braking phases.
The twin-wire-arc-sprayed (TWAS) coating on the cylinder walls – used exclusively by AMG– produces outstanding low-friction characteristics while reducing fuel consumption at the same time. The electronically controlled fuel supply is also highly effective: depending on the power requirements and outside temperature, the system operates at a demand-actuated fuel pressure of between 3.6 and 4.5
bar and is regulated practically instantaneously. The engine management system translates the command from the accelerator within milliseconds into the corresponding fuel pressure setting. Such control ensures rapid vehicle response
and sporty acceleration across all load ranges and at all engine speeds.
Design draws on motorsport expertise
In typical AMG fashion, the design of the AMG6.3-litre V8 engine has been based closely on its motorsport counterparts. As customary with the thoroughbred racing engines, the AMGengineers opted for a closed-deck design with the crankcase made entirely out of aluminium for the eight-cylinder unit. To produce a crankcase with superb torsional stiffness, the bottom section of the crankcase has been designed as a bedplate. This produces a very stiff tunnel for the crankshaft which can easily withstand the high combustion pressures and reduces flow losses within the crankcase. The resulting improvement in mechanical efficiency helps reduce fuel consumption. An oil scavenger integrated into the bedplate reduces engine oil foaming.
Manufactured from the high-quality forged steel alloy 42CrMo4V and designed
for the highest stresses, the finely balanced crankshaft rotates in five crankshaft bearings and features six counterweights for perfectly balanced masses. Torsional rigidity, long-term structural strength and inertia characteristics are also to the very highest standards. Two lightweight connecting rods forged by the cracking process are connected to each of the four crank pins. During this process, the utmost production precision is made possible by a predetermined breaking point created by a laser beam. Extremely close weight tolerances between the eight connecting rods are also ensured by precision machining. The same principle is also used for the cast, lightweight pistons. They are made from a durable high-temperature alloy. Pressure-controlled oil spray nozzles in the crankcase ensure optimal cooling of the highly stressed piston crowns.
Variable intake manifold with two internal throttle flaps
The aerodynamically designed intake system with large cross-sections and the
variable intake manifold made of magnesium with two integrated throttle flaps ensure superlative cylinder charging. The system's task is to ensure a strong torque curve by lengthening the airflow distance at low engine speeds. At higher engine speeds the intake manifold switches to short airflow distances to achieve a high peak performance. The two throttle flaps can be opened to their maximum in just 100 milliseconds at full throttle, thereby contributing to the extraordinary responsiveness perceived by the driver.
Rigid valve train, four overhead camshafts
The 32 valves in the cylinder heads are operated by bucket tappets. Their space-saving design allows a stiff valve train and therefore high engine speeds with large valve opening cross-sections, which in turn benefit output and torque. The large intake valves have a diameter of 40 millimetres, while their opposite numbers on the exhaust side measure 34 millimetres.
All four overhead camshafts are continuously variable over a range of 42 degrees. Both the intake and exhaust camshafts are adjusted as a function of engine load and engine speed, ensuring extremely high output and torque values as well as smooth idling and especially low exhaust emissions. Depending on the engine speed, the valve overlap can be varied to ensure an optimal supply of fuel/air mixture to the combustion chambers and efficient venting of the exhaust gases. The system is driven by a duplex roller chain and intermeshing pairs of gear wheels.
Sophisticated engine cooling solution
A powerful oil pump is used for the oil cooling system on the engine. As in
thoroughbred racing engines, the engine is cooled on the sophisticated cross-flow principle. In the interests of optimal in-engine friction and fuel economy, the temperature of the coolant is also variably controlled. The lightweight, compact and powerful cooling module – located behind the large apertures in the AMGfront apron – for coolant, engine, transmission and power-steering oil ensures non-critical operating temperatures – even under the extreme stress of the racetrack. The hot air from the suction-type fan used for engine oil cooling is vented via the side apertures in the front apron.
Distinctive AMG V8 vocals, efficient emission control system
The newly composed AMGV8 vocals fully live up to the expectations of a powerful high-performance estate: a powerful engine sound when accelerating coupled with restrained running characteristics during smooth cruising, providing hallmark Mercedes long-distance comfort. The AMGexperts have resolved this conflict of aims with a newly developed sports exhaust system; it comes with carefully matched tube cross-sections and two newly designed chrome-plated twin tailpipes.
Thanks to efficient emission control technology, the E 63 AMGEstate meets current EU 5 exhaust emission standards and all requirements of the U.S. market (LEV-II standard, On-Board Diagnosis II and oxygen sensor diagnosis).
Engine production – tradition of hand-built excellence
The AMG 6.3-litre V8 engine is hand-built in keeping with the AMG tradition. In the AMGengine workshops, which were opened in 2002, a highly qualified engineer assembles an eight-cylinder engine according to the company's philosophy of "one man, one engine" in compliance with the most stringent quality standards. The engineer's signature on the characteristic AMGengine plate is testimony to the
highest standards of workmanship. Production takes around three hours.
In the coveted "International Engine of the Year Awards 2009", the AMG 6.3-litre V8 engine carried off two accolades: in the "Best Performance Engine" and "Above 4 litres" categories, this high-revving, naturally aspirated engine took first place by a wide margin.
Mercedes-Benz E-Class Estate, E 63 AMG
09C761_215
Mercedes-Benz E-Class Estate, E 63 AMG, engine
09C761_201
Mercedes-Benz E-Class Estate, E 63 AMG, engine
09C761_200
Mercedes-Benz E-Class, E 63 AMG, power output graph
09A785
Loading