Twitter headlines« Mercedes-Benz Introduces Two-Mode Hybrid ML450 SUV at New York Auto Show | Main | Elektromotive Will Install 100th Elektrobay Charging Station in London by End of May »
Mercedes-Benz Showcases Diesel E 250 BlueTEC Concept for US
8 April 2009
| The E 250 BlueTEC concept. Click to enlarge. |
At the New York International Auto Show, Mercedes-Benz showcased a concept E 250 BlueTEC designed for the North American market. The E 250 BlueTEC combines a four-cylinder CDI engine and SCR (Selective Catalytic Reduction) emissions technology to comply with US Tier 2 Bin 5 emissions standards.
The engine delivers 150 kW (204 hp) of power and develops torque of 500 Nm (369 lb-ft) at 1600-1800 rpm. When fitted to the 7G-TRONIC seven-speed automatic transmission, the E 250 BlueTEC offers fuel economy of 28 mpg US (8.4 L/100km) in city traffic and 39 mpg US (6.0 L/100km) on the highway (estimated EPA rating).
The 2.2-liter, four-cylinder CDI engine underwent a detailed redevelopment program in order to reduce further engine-out emissions and to fulfil the legislative requirements for on-board diagnostics (OBD), as well as other factors.
The power unit hardware incorporates features from the series production engines, such as four-valve technology, fourth-generation common-rail piezo direct injection, 2-stage turbocharger and exhaust gas recirculation. A highly sensitive electronic engine control system reacts precisely across the full range of operating conditions to optimize the combustion process.
The exhaust gas treatment system incorporates an oxidation catalytic converter mounted close to the engine, as well as a diesel particulate filter, which is located at the rear bulkhead in order to shorten its regeneration time.
At the heart of the BlueTEC system are two SCR catalytic converters with an “AdBlue” injector positioned upstream. AdBlue is a synthetic, aqueous urea solution that enables the nitrogen oxide (NOx) to be converted into nitrogen gas in the SCR catalytic converters. The monitoring and diagnosis of the exhaust gas treatment process is handled by several sensors, including a differential pressure sensor, a Lambda probe plus NOx and temperature sensors.
For on-board storage of the AdBlue solution, the E 250 BlueTEC has a 25 liter (6.6 gallons US) tank equipped with a membrane pump, valve, pressure and temperature sensors and an electrical heating unit, which prevents the 33% urea solution from freezing at extremely low temperatures. The tank volume is sufficient for the duration of a full service interval and is refilled as part of the regular maintenance schedule. The AdBlue tank is integrated into the spare wheel well in the trunk.
In Europe, this BlueTEC technology is available in a series production model starting autumn 2009 with the E 350 BlueTEC. Under its hood is a V6 diesel engine with 155 kW/211 hp and 540 Nm of torque. This means that Mercedes-Benz will very soon offer a series production passenger vehicle that complies with the EU6 emissions standard not scheduled for implementation until September 2014.
April 8, 2009 in Diesel | Permalink | Comments (10) | TrackBack (0)
Comments
Posted by: Will S | April 08, 2009 at 12:26 PM
No, it shows that our leftist congress will ban most diesel engines.
Posted by: The Goracle | April 08, 2009 at 06:21 PM
Goracle, why is it that the Germans can produce 50-State legal Diesels while the US automakers, which produce Diesels in Europe that compete with the German Diesels can't? Is there some sort of conspiracy going on between "our leftist congress" and German auto manufacturers?
Posted by: Peter | April 08, 2009 at 07:05 PM
Will S:
You're right on.
The Goracle:
Please get re-phased.
Posted by: HarveyD | April 08, 2009 at 07:05 PM
I'm pretty sure VW is a German company and VW diesels have been banned in California for several years.
Posted by: JosephT | April 09, 2009 at 08:13 AM
The problem seems to be more with the U.S. regulators' (especially CARB's) obsession with NOx. NOx, of course, is the most problematic emission for diesel LDVs and at the very least, results in higher costs for NOx emission controls.
This obsession with NOx emissions wouldn't be so bad if it had any scientific support. DOE/NREL studies into the "weekend effect" have shown that reductions in ambient NOx levels generally do not result in corresponding reductions in ground-level ozone (i.e., "smog") levels where GLO is most problematic (urban/metropolitan areas), and can even result in HIGHER GLO levels in some cases ("NOx disbenefit").
EPA has even acknowledge this "NOx disbenefit" in their "Regulatory Impact Analyses" (RIAs) which deal with ozone precursor emissions. They also acknowledge that some metropolitan areas will experience increases in GLO when regulations targeting NOx emissions are fully implemented.
Their is no "VOC disbenefit", so the regulatory focus on NOx emissions seems pretty dubious.
Posted by: Carl | April 09, 2009 at 08:30 AM
Joseph T: The current Jetta TDI and BMW 335d are 50-state legal. For whatever reason the MB E350 Bluetec is not.
The Jetta and the 335d are eligible for tax credits. This certainly does not look like Congress is trying to discourage Diesels. Sure, our emissions laws are stringent, but clearly a 50-state legal Diesel can be produced. If BMW and VW can do it, so can MB, GM/Opel, Ford, whoever. Is it expensive? Sure. But last I checked hybrids were no bargain either.
Posted by: Peter | April 09, 2009 at 03:18 PM
The US automakers that gripe and moan about fuel efficiency standards will certainly not sell me a Malibu or Focus now that I can get a E 250 BlueTEC.
Oh, wait, it's a concept car?
And a MB 250 really costs more than a Malibu and Focus combined?
Never mind.
Posted by: ToppaTom | April 09, 2009 at 11:05 PM
Geez...28 to 39mpg out of a 2.2L twinturbo?
I wonder if its got anything to do with the lameass "maybe 40" cetane fuel these things are expected to run on?
Why dont we just legislate higher quality Dfuel? Oh duh! Oil and refiners net bottom line might take a hit.
Really a small price to pay for less fuel dependence and cleaner lungs.
Posted by: fred | April 11, 2009 at 02:05 PM
There is no conspiracy by the Congress against diesels, only lots of holdover test procedures that make diesels less attractive to a vehicle manufacturer that must comply with new, rapidly advancing CO2 regulations.
For example, CAFE and CARB's CO2-based fleet avearge regulations both use test cycle weightings of 55% city cycle and 45% highway cycle to certify the vehicle. This is the original basis for CAFE. In 2006, EPA threw this weighting out under its revised 5-cycle sticker rulemaking, declaring 43% city and 57% highway represents the true average driving pattern. High thermal efficiency engines, like a diesel, lose under fleet average regulations with procedures stuck in the mid-1970s.
Gasoline vehicles are certified using Indolene, a laboratory fuel that is not commercially available in the U.S. Compared to E10, gasoline engines (and gasoline hybirds) overstate their fuel economy by almost 6% because of the test fuel. If EPA allows E15 blends, the overstatement grows to more than 7%.
And the Alternative Vehicle Tax Credits? They are based on city cycle fuel economy only.
If you want to understand why some global manufacturers with great disels engines in markets outside the US are postponing or holding launches in the US, look at the test procedures for CO2-based standards.
Posted by: Pyrrhus | April 21, 2009 at 01:08 PM
TrackBack
TrackBack URL for this entry:
http://www.typepad.com/services/trackback/6a00d8341c4fbe53ef0115700a13be970b
Listed below are links to weblogs that reference Mercedes-Benz Showcases Diesel E 250 BlueTEC Concept for US:
Mercedes has shown they are almost at 35mpg combined with the E 250 family sedan; it shows that griping and moaning by US automakers about fuel efficiency standards either shows their incompetence or their intransigence.