The Integration of the Video Game industry and the Auto Industry

A few years ago people who played video games and enjoyed computers were considered to be “nerdy” as the rest of the world stayed analog but nowadays it is very different. In the last few years the car CD changer units and center console screen have become so advanced that they designs are being created by the video game companies that make racing games.

The idea of a video game company programming for a car may seem a bit strange to some but there are not many people more qualified to do it. Most racing game programmers have done more research into the way a car handles than a race team and they are used to using that raw data in a understandable way. Games like Gran Turismo have been programmed for years to display every bit of into that the car would give top the gamer. Polyphony Digital who created Gran Turismo was hired by Nissan to create the interface on their GTR.

This may be a strange marriage but it seems to have worked because the GTR is one of the most track capable cars that has ever been created. Now other companies are getting on this with the interfaces for the Navigation and social media platforms in new models being created.  Mercedes, BMW and Ford have all wrangled themselves a video game company or two to create the new designs for in car entertainment set ups.

This new integration of electronics into cars will surely mean a shift in the dynamics of the industry that used to be mainly reserved for car companies alone. This also means that the gaming industry will have the backing of the auto industry which can prove to be great for the future of gaming.

We All Know How to Merge...or Do We?

So many factors to count for what shall we do? That may be the way some of us are looking at merging into traffic. When it comes to merging it is still up to us to determine if it can be done safely, our car stereo or in-dash navigation screen cannot tell us how to do it. Because many of us rely on a nav system to get us anywhere, regular driving techniques have become a bit lax.

Merging is a important part of everyday driving an its one that many people are really really bad at doing. The idea is to seamlessly move from one lane to another in traffic and keep the flow of cars uninterrupted. It seems that many a driver believes that merging their vehicle is everyone else's problem. Just start moving over and everyone else should get out of their way. This is not true, you are the one who has to take responsibility for your driving.

When merging the main idea is to look using your mirrors and actually turning your head to make sure you can make the gap you are trying to enter. Driving along any freeway merging is needed when ever getting on the highway and usually when highways intersect not to mention anytime you want to pass. Merging is very common and one of the most used driving maneuvers that we use without thinking about it. So if we all use it so often why is it that day after day and night after night we sit in traffic for no reason? The answer is clear it bad drivers! Drivers who slam on the brakes after the merge, push their way on, other drivers who don't let people in or even worse the ones who speed up to block people from getting in. If all the drivers at an intersection were to allow one other driver to merge then the speed of a highway should only drop by a few miles an hour due to the fact that the merging car can meet the required speed with the on ramp. If it comes down to merging being the cause of many traffic jams...which it does, the "Smart guy" is the cause of many of them. This is the guy that sees a long line for an exit off the freeway and waits to the last second to cut over. They risk hitting the person who is already waiting in that line and also they slow down their lane by making people behind them panic break. It's a rude and obnoxious maneuver and it is also down right dangerous. To the driver who does this "you are not smarter than the rest of us, your just much more rude".

A drivers action on the road are going to dictate how the traffic flows on the freeway so think before you make your merge. If we all do it right, the drive will be smoother and nicer for all of us. If you are one of those people who thinks it is ok to cut the line of traffic, you should try it at the grocery store when waiting to check out and see what everyone around you has to say about that.

My Car is Having Tracking Problems

Driving a vehicle in traffic can be a stressful time, not only are there distractions and other drivers but if your vehicle is not driving straight it can be down right scary. Many people and mechanics will instantly blame the steering gearbox or steering rack but this may not always be the case.

If a vehicle is not driving straight when the steering wheel is at center there can be a huge number of reasons. Not only can the steering be out of alignment but the whole vehicle may be as well. This can be caused by an impact on the road with debris or maybe  pot hole. Sometimes even after a repair or a modification the alignment may be off from where it should be.

The reason that a vehicle will track incorrectly is because all 4 tires are no longer facing the same direction as they did originally. This can cause the vehicle to pull when driving or it can even cause a condition known as "catapillaring" which is when the direction of travel is not quite the same as the angel of the vehicle. There are some simple fixes for this condition but sometimes it is not so easy. If the issue was caused by a simple alignment issue it will take a mechanic about an hour to fix it. If there is something more than car may need some serious work to get back to proper operation.

Automotive Styling Do’s and Don’ts

Automotive styling is a tricky beast to tame, the fact of the matter is cars have to be designed to lure the masses and not the specific style of its builder. While parts like the tail light or headlight assembly dictate the “face” of the vehicle there are many other aspects to consider that make a car attractive.

There are some great examples of how headlights can look great but still the car design is a failure. The Pontiac Aztec is a great example of this, the headlamps look like they would be right at home on a sports car but they have been placed on what would turn out to be probably the ugliest car that has ever been released to the public. On the other hand there are cars that have terrible headlamps but for some reason they look great anyway. A great example of this is the new SLS by Mercedes if you look at the parts they don’t look good but once they are all put together it just works and you cant really explain why.

Car design is a major factor in what car people will buy, a few years ago Honda released the civic hatchback SI. It was met with weak sales and Honda took that as the public did not want a sporty version of the Civic. They missed the major factor ….it was really ugly and it doesn’t matter how good a car is if it’s not nice to look at. The fact of the matter a car must look the way people want it to. If you are building a mid-size sedan the car can look kinda bland cause to most “it’s just a car” but if you are building a sports car it must have curves and angles that give the car an aggressive look. They say cars represent their owners and their owners don’t want to drive a car that makes them feel ugly or boring.  

New heavy-duty Actros truck: The Mercedes-Benz among trucks

Its looks have been optimised in the wind tunnel, its technology and engineering are masterful and its cab is a unique combination of workplace and home from home: the new Mercedes-Benz Actros is the new benchmark for premium-class trucks. It reconciles high performance with low fuel consumption, its emissions are lower in pollutants than any comparable vehicle and its has undergone testing of unprecedented intensity. The Mercedes-Benz Actros has taken the motto for the Frankfurt International Motor Show – "The future begins today" – at its word.


Polished up and streamlined for fuel efficiency in the wind tunnel

A truck in the wind tunnel? All part of the development routine at Mercedes-Benz. The engineers subjected the Actros to 2600 hours of intensive testing and optimisation in the wind tunnel. In view of a frontal area of around 10 m2, consisting of a height of 4.0 m and a width of 2.5 m, and annual mileage in the order of 150,000, every detail of the cab and its attachments is crucial. The design of the air deflectors on the roof, the roof itself, the front apron, the corner panelling and the cab-side extenders have been evolved with a meticulous attention to detail. Perforated slats on the radiator grille, a temperature-controlled radiator shutter, door leaves extended downwards, side panelling between front and rear axle – all these aspects have undergone testing to make the new Actros the most economical truck on the road.

On the outside, the new Actros sports a striking and powerful, quintessentially Mercedes-Benz appearance, boldly displaying its star credentials. It takes up visual trends from the current passenger car range, adopting them into the world of commercial vehicles. In view of its long product lifecycle, the new Actros shuns short-lived, fashionable features, however. It embarks on its career with an optimistic and friendly smile on its face – the new Actros is powerful, but not aggressive in character.

A true dream cab: more spacious than ever

A workplace to be envied: the generously proportioned cab of the new Mercedes-Benz Actros sets new benchmarks in spaciousness and ergonomics, quality of materials and appointments. The superior standards begin with the new multifunction key: suspension level control, activation of the interior lighting, call-up of key operating data, level of the fuel tank and other fluids, tyre pressure monitoring, activation of auxiliary heating or stationary air conditioning – all these functions and more besides can be carried out at a distance of up to 100 m with this truly all-round key. Just for the record: the door also serves to lock and unlock the doors.

Typically for a truck, the cab on the new Actros is available in a range of different variants. Less typically, two widths and no less than six height and roof variants are available, tailored precisely to individual operational requirements. And anything but typically, the majority of cabs for the new Actros feature a flat floor, offering generous freedom of movement on board. Particularly impressive is the new Actros with GigaSpace cab and almost 12 cubic metres of space inside – a real dream workplace.

Cockpit and living area separated for the first time

Space and freedom of movement are of great importance in long-haul trucks. A driver may spend days or even weeks on the road in such vehicles. The cab thus serves as the driver's workplace, living area and sleeping berth in one. In view of this situation, the cockpit and living area have been separated from one another for the first time in the new Actros by means of the colour scheme and the cockpit's geometric design. The quality finish and feel of the interior appointments are on a par with the standard encountered in upper-range passenger cars – the new Actros is the Mercedes-Benz among trucks.

In keeping with the interior as a whole, the driver's seat has also been developed especially for the new Actros. It boasts a fascinating range of adjustment features: in addition to the customary basic functions, the air-sprung comfort seat also offers automatic weight adjustment, adjustable vertical dampers, lateral contour support, seat depth adjustment, shoulder support, horizontal springing and pneumatic lumbar support. The top-of-the-range variant even incorporates a massage function with pulsating air cushions in the backrest.

The driver receives tips on his style of driving

The cockpit of the new Actros is perfectly designed to meet the driver's needs. The multifunction steering wheel with its rim offering a good grip corresponds to the standard featuring in the current generation of passenger cars from Mercedes-Benz. The instruments offer more than the customary scope of information: the FleetBoard telematics system which comes as standard analyses the driver's style continuously by reference to numerous parameters. On the basis of the analysed data, the driver receives ongoing analyses and tips on his current driving style.

Numerous practical stowage facilities accommodate small and large items alike. Large stowage compartments provide an ideal base for a coffee machine or laptop. An integrated folding table is optionally available on the co-driver's side. The interior lighting adapts to the driver's needs: ceiling lamps ensure optimum illumination, with the work area lighting assisting the driver when studying documents, for example. The anti-dazzle green night lighting conjures up a pleasant atmosphere for night-time driving. The indirect blue ambience lighting employing fibre-optic cables to great effect helps the driver to relax during breaks.

The relaxation area in the new SoloStar Concept

The optional new SoloStar Concept takes the relaxation zone on board a truck to a new dimension. The central relaxation area is a rounded corner on the co-driver's side. Even tall drivers are able to stretch out their legs in this seating scenario and make themselves comfortable. A folding table provides an additional convenience factor. The beds in the new Actros offer even greater relaxation. They measure 2200 x 750 mm – more than enough even for the tallest drivers. Seven-zone cold-foam mattresses with an adjustable back section offer lying comfort on a par with that of a high-quality bed at home. The upper of the two beds can be levelled with a spirit level.

The heating utilising residual engine heat ensures a pleasant temperature during breaks or waiting times. During longer stops, the auxiliary heater goes into operation. The standard scope of equipment also includes air conditioning with automatic temperature control. A stationary air conditioning system is optionally available. This system stores cold which is generated while the vehicle is in motion, using it to cool the cab for up to eight hours at the end of the working day – a relief on hot summer nights, for example.

Plenty of space for luggage – and a shaving mirror

The stowage space in the new Actros boasts exceptional dimensions and accessibility. It is able to accommodate sufficient supplies and luggage even for long trips. With the Actros GigaSpace the stowage capacity totals 975 l – twice the luggage space available in a Mercedes-Benz C-Class. The outside flaps even open wide enough to stow away beverage crates.

Details transform the cab of the new Actros into a multifunctional home from home. The stowage compartment above the co-driver's area conceals a towel holder. A shaving mirror with flexible mounting is also on board. A spacious refrigerator box is optionally available. Similarly to the Mercedes-Benz passenger cars, various lines are available to upgrade the interior of the new Actros: the Home-Line emphasizes the new Actros's home-from-home character with wood-look trims and a door mirror in almond beige. This line also includes a leather steering wheel, with a wood/leather steering wheel available as an option. The Style-Line brings out the new Actros's dynamic character with chrome parts in brushed metal and interior door mirrors in black-silver velour. A chrome bar on the sunblind, chrome covers for the mirror housings and an illuminated Mercedes star lend the new Actros an extrovert character.

A real powerhouse: plenty of thrust right from the lowest revs

BlueEfficiency Power is the name of the game for the new engines in the new Mercedes-Benz Actros – combining clean running and power. The experience of driving with these engines is as impressive as these key data suggest: with a displacement of 12.9 l the six-cylinder in-line engines generate 310 kW (421 hp) and 375 kW (510 hp) in four stages, with maximum torque ranging between 2100 and 2500 Nm. The nominal engine speed stands at 180 rpm, with maximum torque available from 1100 rpm. These figures only provide a rough outline of the engines' performance, however: almost 100 percent of their full power output is already available at 1400 rpm, and high torque is on tap right from 800 to 900 rpm.

The engines are outstanding feats of engineering: two composite overhead camshafts with gear train and four valves per cylinder are just some of the distinguishing features. An outstanding attribute is the unique fuel injection technology based on a common rail system with pressure boost. A pressure of around 900 bar is generated in the rail. In the individual injectors, this pressure is boosted to as high as 2100 bar. Injection timing point, injection quantity, injection pressure and the pressure characteristic are all variable. Equally innovative is charging of the engines via an exhaust gas turbocharger with asymmetric turbine casing. This method provides for improved response.

The six-cylinder in-line engine has already demonstrated its extreme durability in extensive tests and in variants for other continents: the new engines achieve a mileage of at least 1.2 million km without overhauling. The maintenance intervals are equally spectacular, with up to 150,000 km possible between oil changes, depending on the vehicle's operating conditions.

Emission control: the exhaust muffler as a miniature chemical processing plant

The efficient emission control system marks a milestone in the development of clean automotive technologies. The new Actros already complies with the future Euro VI emissions standard, which will not become mandatory until 2014. Compliance with Euro VI requires more sophisticated technology: the new Actros combines SCR technology with AdBlue injection, exhaust gas recirculation and particulate filter – the exhaust muffler becomes a mini-chemical processing plant devoted to pollution control. The new Actros is optionally available in a variant corresponding to the current Euro V emissions standard.

Transmission: fast and precise gear-shifting

Transmissions are a fascinating aspect of truck technology and engineering. The new Actros is a high-tech trailblazer here with its PowerShift transmission. The fully automatic twelve-gear unit provides for fast gear-shifting with a precision which even the best driver cannot match. The transmission is operated by means of a steering column lever. The transmission supports the driver in diverse ways, with a choice of three driving programmes – Standard, Economy and Power – according to the demands of the given transport operations. A crawl function helps during manoeuvring much in the same way as with an automatic transmission, while a rocking mode is useful on slippery surfaces. EcoRoll mode switches the transmission to neutral when appropriate and subsequently engages the correct gear automatically, for maximum fuel economy in rolling phases.

Cruise along at only 1260 revs

Five different final drive ratios enable individualisation of the new Actros in accordance with its individual operational needs. This provides for a customised truck in line with the given body, weight and the topography of its typical routes. The high-torque engines allow high gearing: with the standard axle, the new Actros cruises along at only 1260 rpm at a motorway speed of 85 km/h – a prerequisite for low fuel consumption.

Air suspension as standard

The chassis and suspension play a major role on trucks as on passenger cars, though with a different emphasis. The new Actros comes with air suspension on the rear axle as standard, with additional front air suspension available as an option. The cab is additionally provided with a four-point suspension system, the top-of-the-range variant even featuring air suspension. Apart from the accuracy and precision of the speed-sensitive power steering, the variable power-assisted steering also saves fuel. The same applies to the auxiliary units operating in on-demand mode: from the alternator to the air compressor for the brake system, they all operate at zero fuel consumption in overrun mode.

In view of the permissible gross weight of 40 tons, the brakes play a particularly important role. The new Actros is fitted with internally ventilated disc brakes on all axles. A new feature is a particularly effective three-stage engine brake, which has a power output of up to 400 kW (544 hp) – more than the vehicle's engine. Even greater braking power is supplied by an auxiliary brake in the form of a retarder, whose brake power peaks at an outstanding 750 kW (1020 hp).

Assistance systems: a host of safety features on board

In the interests of maximum safety, diverse assistance systems are available for the new Actros. Proximity Control Assist maintains a preset safety distance, adapting the vehicle's speed accordingly. In addition, with the new stop-and-go function it now even controls moving off and stopping in congested traffic. Lane Keeping Assist warns the driver in good time if the truck threatens to leave its lane due to inattentiveness on his part. Stability Control Assist, which comes as standard, is the equivalent of ESP for trucks. Developing such a system posed a major challenge in view of the combination of tractor and semi-trailer and the large difference of around 25 tons between kerb weight and permissible gross weight. As a unique feature, Active Brake Assist initiates emergency braking automatically in the event of danger.

Sometimes it is the minor details that make the difference. The fifth wheel coupling with sensor technology informs the driver of its locking mechanism's status via a display in the cab. The exterior mirror with manoeuvring function widens the field of vision by ten degrees by means of automatic adjustment when reverse gear is engaged.

Record low fuel consumption demonstrated in 10,000 km trial

Maximum economic efficiency is a prime consideration when developing commercial vehicles. Economy is tantamount to environmental friendliness here, as every litre of fuel saved not only lowers costs but also reduces emissions and helps to preserve finite resources. Despite the sophisticated emission control technology, a key priority for the new Actros was thus nevertheless a further reduction in fuel consumption. In an extensive road trial, the new Actros has demonstrated how its designers have indeed achieved a feat tantamount to squaring the circle.
Laden to a weight of 40 tons, two new Actros 1845s complying with emissions standard Euro V and Euro VI each covered the 10,000 stretch on the typical east-west route from Rotterdam to Szczecin and back. An Actros 1844 from the preceding model series also completed the trip for the purposes of comparison. The fuel consumption test was carried out under the supervision of the authorised Dekra inspection agency, ruling out any underhand practices. Numerous assemblies and tanks were lead-sealed and all refuelling operations were monitored.

Even the experts were astounded at the results. The established fuel-efficient Actros 1844 clocked up fuel consumption of 27.1 litres per 100 km as a reference value. The new Actros 1845 BlueTec 6 complying with the Euro VI emission standard – which will not become mandatory until 2014 – completed the trip on 25.9 litres per 100 km, thus undercutting its predecessor by 4.5%. The new Actros BlueTec 5 complying with the Euro V emissions standard shows a fuel consumption level of just 25.1 litres per 100 km – 7.6% below the reference value. This figure corresponds to fuel consumption approaching only 1 litre to 100 km per ton of payload for the new Actros. Even fuel-efficient passenger cars fall short of this fascinatingly low value, which was attained with standard production heavy-duty trucks in daily operating conditions.

The most thoroughly tested truck ever

The new Actros has been developed according to the strict rules of Daimler Trucks' eleven "quality gates", which control the development process in defined steps. This process entails countless individual tests on engines, transmissions, other drive components, chassis and cab on test benches, as well as tests on rough roads, endurance tests, functional tests and tests in a climatic chamber. All this is no substitute for the acid tests faced by the complete vehicle in real road trials, however. The new Actros has covered 20 million kilometres on the road, including daily use in intensive trials conducted by customers.

The diverse tests are rounded off by two unforgiving trial phases. For 20 years now, Mercedes-Benz has been testing its trucks in the searing heat of the Sierra Nevada in southern Spain. The route winds its way up the 45 km from Granada to the winter sports venue of Solynieve, negotiating inclines of between 8% and 12% along the way. Outside temperatures in excess of 40 degrees Celsius apply at the start of the route. This is an ordeal not only for the vehicle, but for the test drivers, too – with air conditioning ruled out in the interests of comparability. An acid test takes place after completing just over half of the climb: three stops, each followed by a three-minute rest before briefly moving off again. Due to the lack of cooling from the airstream, this results in an extremely hot engine. The heat resistance of exhaust systems, the cab's equipment and appointments, the electronics, steering, brakes and tyres is measured.

Winter tests at the Arctic circle subjected the new Actros to extreme conditions at the other end of the spectrum. For many years now, Daimler AG has been running a test camp for trucks here in the Finnish town of Rovaniemi. The test programme here focuses on the engine's cold-starting properties, its temperature characteristic, cold start noise and the behaviour of the entire drive train, including transmission and gear-changing, at extremely low temperatures. Other key test items include heating of the cab, the icing and de-icing of windows, doors and exterior mirrors, the misting-up of headlamps and soiling.

The new Mercedes-Benz Actros passed these extreme tests. While the production vehicles will never encounter such harsh conditions in daily operation, it is reassuring to know that the new Actros would be able to cope in these scenarios.

Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

Safe, clean and economical: "The future begins today" – the motto for the IAA Frankfurt 2011 also applies to modern-day high-tech trucks

Safer, cleaner and more economical than ever before, heavy-duty trucks today are fully fledged high-tech vehicles. Assistance systems maintain a constant safety distance, warn the driver when the vehicle threatens to leave its lane or even initiate emergency braking in case of danger. Engines with fascinating performance capabilities and featuring fully automated transmissions with twelve gears are perfectly matched to produce record-breaking fuel efficiency: long-haul semi-trailer/tractor combinations are now approaching fuel consumption levels in the order of 1 litre to 100 km per ton of payload. New emission control systems combine particle filter, exhaust gas recirculation and SCR system to minimise emissions. The motto for the Frankfurt International Motor Show – "The future begins today" – describes the current generation of trucks perfectly, with the new Mercedes-Benz Actros in the vanguard.


Assistance systems: a host of safety features on board

Drivers covering around 150,000 km a year – the common mileage for a truck on long-haul operations in Europe – have to deal with their fair share of tricky situations. And drivers moving 40 tons along the roads have a special responsibility. Against this background, diverse assistance systems are available for modern-day heavy-duty trucks, to support the driver in going about his responsible daily work. Assistance systems maintain a constant safety distance, adapting the vehicle's speed accordingly. They provide a timely warning when the vehicle threatens to leave its lane and prevent semi-trailer/tractor combinations from swerving – a major challenge for the developers in view of the combinations of vehicles involved. The new Mercedes-Benz Actros with Active Brake Assist even initiates emergency braking automatically in the event of danger. Sometimes it is little details that make a big difference: a sensor detects whether the fifth wheel coupling is correctly locked. Sophisticated mirror systems provide for good visibility – including a manoeuvring function with extended field of vision. Some systems are now firmly established standard features for heavy-duty trucks and require no further explanation: ABS anti-lock brake system, acceleration skid control (ASR), the Electronic Brake System (EBS) and internally ventilated disc brakes on all wheels, for example. Maximum safety is in every company's best interest – nothing is more costly to business operations than a truck that is out of service and unable to deliver its load to its destination on time.

High-tech auxiliary brakes rated at up to 750 kW (1020 hp)

While they demand respect, modern-day heavy-duty trucks such as the new Mercedes-Benz Actros need not be feared in any way. They incorporate a wealth of safety features which minimise the risk of an accident. The high-performance disc brakes are supported by a powerful engine brake, for example. At up to 400 kW (544 hp), this brake has a higher power output than the vehicle's engine. This system is commonly also backed up by an auxiliary brake in the form of a hydrodynamic retarder. Retarders attain a vast power output of up to 750 kW (1020 hp).

Emission control: high-tech processing system in the exhaust muffler

The exhaust muffler on a truck of the new generation is much more than a silencer, functioning rather as a compact high-tech laboratory dedicated to the task of emission control. Here too, the new Mercedes-Benz Actros plays a trailblazing role, combining SCR technology with feed-in of AdBlue, cooled exhaust gas recirculation and particulate filter. This extremely efficient emission control system reduces particles, nitrogen oxides and CO2 to a minimum. The new Mercedes-Benz Actros is the first truck to comply with the Euro VI emissions standard. Euro VI will become mandatory for heavy-duty commercial vehicles in 2013/2014, entailing a reduction of around 97 percent in particle emissions and around 95 percent in nitrogen oxides in comparison to Euro I dating from 1992. "If you run this engine (Euro VI) in a city with heavy air pollution, the exhaust gases will be cleaner than the ambient air," explains an expert from Daimler.

Fuel consumption per ton of payload reduced to only 1 litre per 100 km

Environmental friendliness, the conservation of resources and economic efficiency do not constitute conflicting aims for a truck. On the contrary – operators of commercial vehicles have to calculate their costs very keenly, and in addition to cutting costs every litre of fuel saved also helps to protect the environment and resources. Modern-day semi-trailer/tractor combinations with a total weight of 40 tons have long dipped below the 30 litres/100 km mark on many common routes. They are already approach 25 litres to 100 km. To put it another way: in tough everyday operations they run on only 1 litre to 100 km per ton of payload. This has been confirmed by Daimler's "record run" over 10,000 km on the Rotterdam – Szczecin – Rotterdam route. No small car comes anywhere near this figure, even under favourable conditions.

Sophisticated technology is required in order to achieve such fuel economy. Heavy-duty trucks are commonly equipped with engine power in the order of 300 to 375 kW (408 to 510 hp). This power is available well below 2000 rpm, in a rev range where many a passenger-car diesel engine is still contending with turbo lag. The maximum torque of around 2000 to 2500 Nm is even available from just above idling speed, at around 1000 rpm. Thanks to this characteristic, truck engines run in fuel-efficient mode at only around 1300 rpm when travelling at the customary motorway speed of 85 km/h. Asymmetric exhaust gas turbochargers or twin turbochargers are one of the requirements for such vast power output at low revs. The power dimensions are fascinating: highly charged truck engines generally attain specific torque of around 200 Nm per litre of displacement – on a par with the most powerful passenger car engines.

Fuel injection at more than 2000 bar

The combination of power and economy begins in the combustion process: the fuel is injected into the cylinders under high pressure, in some instances well in excess of 2000 bar. This corresponds to around 800 times the standard pressure in a passenger car's tyres. The engine's electronic system calculates the timing and quantity of each diesel injection operation for each individual cylinder with precision in a fraction of a second, by reference to numerous parameters. On cutting-edge trucks, auxiliary units such as the alternator, the air compressor for the brake system, the water pump and even the power steering system operate in particularly economical on-demand mode.

In premium-class heavy-duty trucks the power output is apportioned by fully automated transmissions, usually with twelve forward gears. Thanks to sophisticated data-processing programmes, these transmissions carry out gear-shifting more effectively than even the best drivers. The transmissions are non-synchromesh in design, reducing weight and shift times. A defined portion of double-declutching during downshifting ensures perfect, jolt-free shift quality. Free-wheeling systems utilise the vehicle's momentum, leaving the truck in neutral where appropriate and subsequently engaging the right gear automatically when it is required.

Tested in the wind tunnel: spoilers reduce fuel consumption

In view of a truck's large frontal area and basic cubic form resulting from its maximum dimensions (central Europe: height 4.0 m, width 2.55 m, length of semi-trailer/truck combination 16.5 m), aerodynamics plays a key role in truck design. Against this background, developers put modern-day trucks through intensive wind tunnel testing. The cab itself, as well as its attachments, are optimised step by step in the course of these tests. Rather than serving to create a sporty appearance, a front apron, cab-side extenders and an adjustable air deflector on the roof of a heavy-duty truck provide effective means of reducing fuel consumption, thereby improving the vehicle's economic efficiency as well as its environmental performance.
The web special on the Actros at the 2011 Frankfurt International Motor Show, featuring product information, live images and impressions from the stand, is available online at: www.mercedes-benz.com/actros4iaa .

Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

Mercedes-Benz-Blog TRIVIA: The Mercedes-Benz L 319 - a comeback for light-duty trucks

“ Since production of the L 1100 had ended in 1941, the light-duty segment at Mercedes-Benz had been thoroughly neglected. It now seemed the right time to tackle once again the enormous market that had developed during the post-war years. The first true van was the L 319, which went into series production in 1956. At its launch the previous year at the Frankfurt Motor Show it had been received with scepticism by the experts, but with enthusiasm by customers. ”

Read more about this topic >> HERE


Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

This Year’s Monterey was Something Amazing to Behold

There are car shows and then there are CAR SHOWS, Monterey is the latter. This show it the crème de la crème of the automotive world. We are not talking about Ponitiac fuel pump and fuel injector units here. This is a no hold barred brawl of the most beautiful and amazing car that the world has ever seen.  As an example there were a number of cars carrying price tags so high that even Steve Jobs might think twice. Yeah lets be honest it wouldn’t phase him to buy one but still 2.6 Million dollars for one car is quite the asking price.

One such insane car is the new SSC Tuatara which is the latest offering from the Shelby company and the word bespoke is used a number of times when this car is mentioned. This car is a space age material covered high speed monster that will be a contender for the fasted production car on the planet for sure. The Tuatara features a 7.0L turbo charged motor creating more than 1300 HP and is looking to not only top the 270MPH barrier but also capture the fastest time for a production car around the Nurburgring. The best part about this car is it looks like something out a movie based years in the future and yes it is the car in the main image of this blog.

Bugatti had one of the more interesting cars that has been shown in many years but not for the reason you may think. This particular car is in fact a Bugatti Veyron Grand Sport that has been custom built with porcelain worked right into the pain and while not everyone may agree with the styling of the car it can be said it is quite stunning to behold even if it is just in high def pictures. One last think about the car it has clear tail lamps and cops love to pull people over for clear tail lamps. Over 2 million for a car and a top speed of over 260MPH and you get stopped for something that trivial. Just saying it would be funny.

If anyone who could not get into the show it-self was feeling left out there was really no need, the parking lot of the even was any car guys dream. Just in a few short minutes walking around the grass lot that was the parking many Porsche carrers GTs and Lamborghinis can be seen. Enough Ferraris, Rolls Royce and Bentlys to make Rodeo drive loot like the poor house and even a Veyron or 2 all making me think why pay for a ticket. The other thought in my head is what do these people do for a living and how nice it must be to have that kind of speed at your finger tips …well toe tips.

The new Mercedes-Benz Actros: The stories

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1. The new Mercedes-Benz Actros: the very definition of a premium long-distance truck

2. The new Mercedes-Benz Actros: Exterior and cab - Premium truck in peak condition


3. The new Mercedes-Benz Actros: Cockpit and interior - A new dimension in comfort, space and wellbeing

4. The new Mercedes-Benz Actros: Engines and powertrain - More dynamic, cleaner and more economical

5. The new Mercedes-Benz Actros: Chassis and safety - Driving dynamics, comfort and safety systems at the highest level

6. The new Mercedes-Benz Actros: Development and testing - Never before has a new truck undergone such intensive testing

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

The new Mercedes-Benz Actros: Development and testing - Never before has a new truck undergone such intensive testing

Like every daring project, it all began with a blank sheet of papers. After a long period of in-house development, the new Actros eventually had to taste tarmac for the first time. Prototypes "dressed" in deep black "clothes" started rolling out of the Mercedes-Benz truck R&D centres onto the streets of the world. Around 20 million miles were covered during the testing phase, going from the hot South Africa up to the freezing-cold Arctic Circle, to demonstrate the new Actros is ready to successfully handle extreme weather conditions. The truck also showed an outstanding reliability, suffering no overhaul in 1.2 million kilometres of intensive run. Last, but not least, the engine has undergone over 60 million kilometres of thorough testing.


No other truck has been as thoroughly developed and tested before its production launch as the new Mercedes-Benz Actros. The foundations for development were laid as many as ten years ago, while the components and the complete vehicle have undergone five years of testing. During this time, the new Actros has clocked up around 20 million miles on the road, including in intensive customer driving tests. Then there were the extremely rigorous tests on test rigs, torture-track testing and other extreme examinations.

It all began on a blank sheet of paper

The story of the new Actros really did begin on a blank sheet of paper. To come up with a successor to the successful outgoing model, designers, developers, marketing specialists, product managers and everyone else involved started from scratch. Rather than make the new Actros a further development of its popular, tried-and-trusted predecessor, the aim was to start afresh so as to come up with a perfect and future-proof solution for operators and drivers. No stone was therefore left unturned during development.

The cab comfort features were redefined and redesigned, and the cabs themselves were dimensioned accordingly.

This approach gave rise to an all-new range structure: instead of two model series with their own characteristics for long-distance transport, short-distance transport and construction work, there are now three model series, each one specialising in one of the above disciplines. The first member of the new, three-strong family of Mercedes-Benz heavy-duty trucks is the new Actros, which exclusively covers the long-distance-transport segment in all its guises. The other members of this family will follow.

New range structure with the focus on long-distance transport

Focussing on the new Actros as a premium truck for long-distance transport opened up many new possibilities. For the first time, both the inside and outside of the cab were designed specifically for a single field of application. Development was based on several 1:4 scale models, which allowed the designers great freedom in determining the direction the new Actros would take.

From these, six 1:1 scale models were derived – three for the exterior and three for the interior. Even the very first interior sketch defined the clear visual distinction between the working and living areas – a first in truck development.

Some 1600 Daimler Trucks staff worked on the new Actros, including vehicle developers, testers and the major-component developers concerned. Their work was frequently monitored by the testing department as well as in special Truck Clinics. In four of these Clinics, a total of 638 operators and drivers were interviewed at great length.

Long before production started, the new Actros experienced the Arctic Circle in winter and the searing heat of Spain's Sierra Nevada in summer. It negotiated all kinds of roads in Turkey and got a taste of desert sand in South Africa.

Engine has undergone over 60 million kilometres of intensive testing

The launch of the new Actros also marks the introduction of a new generation of six-cylinder in-line engines. The outstanding quality of the new engine generation was evident even during its development. Extreme reliability and durability were among the most important development objectives. In order to achieve this, the engines were tested under the toughest of conditions, all over the world. To date, the engines have clocked up in excess of 60 million kilometres in endurance testing on test rigs and in real-life operation, for all emissions classes. No engine ever before has been as intensively tested.

Tested under the toughest of conditions, from the Arctic Circle to South Africa

The real-life road tests also covered all climatic conditions as well as extreme road conditions and gradients, ranging from an Arctic winter to an extremely hot desert climate. Real-life testing also included customer driving tests in the previous Mercedes-Benz Actros.

Outstanding reliability: 1.2 million kilometres without overhaul

On top of all this came customer driving tests of a very special nature, from
Mercedes-Benz's point of view: in North America and Japan, more than 70,000 engines are now working successfully in Freightliner and Fuso heavy-duty trucks. New-generation engines – albeit in a special configuration for the respective region – have already been in daily customer use there since 2007 (North America) and 2010 (Japan).

The findings from the tests conducted under extreme conditions have proved very positive. For instance, the new engine series achieves a "B-10" figure of 1.2 million kilometres, i.e. 20 percent higher than previously, in European long-distance transport. This means that the engines can cover at least this distance without the need for a major overhaul.


















Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

The new Mercedes-Benz Actros: Chassis and safety - Driving dynamics, comfort and safety systems at the highest level

A tough truck wouldn't be complete without brilliant underpinnings. The new Actros is equipped with a dynamic chassis based on a torsionally stiff frame with wide track. It integrates an intelligent concept which improves ride comfort and helps for a sensitive and firm steering for added fuel economy. The assistance systems provide extra safety and relieve stress when the truck is stuck in traffic. In the future, the range will be extended as the chassis was developed to properly fit new and additional wheelbase lengths.


Criteria such as handling and safety are becoming increasingly important in long-distance transport. The new Mercedes-Benz Actros takes account of this, ushering in a new era of driving dynamics for heavy-duty trucks. No other premium-category truck feels as poised, assured or safe on the road, largely thanks to a new frame and an extensively modified chassis. The new truck's exemplary ride comfort is at the same high level. A Mercedes-Benz is always extremely well prepared should the worst come to the worst: the already outstanding safety level has been further enhanced by extended functions. Last but not least, a perfected modular system means that the new Actros is available with a wide choice of wheelbase and frame variants. Plus it offers exceptional body-mounting ability.

Complete chassis and ride-comfort concept

Major plus points of the new Actros include its driving dynamics, handling and comfort, largely thanks to a complete chassis and ride-comfort concept, from the frame and the chassis through to the cab suspension and the driver's seat. A wealth of innovations in this field means that the new Actros conveys a safer driving feel than any other truck in its class.

Torsionally stiff frame with wide track

A new frame, uncompromisingly designed for on-road vehicles, forms the backbone of the new Actros. It is exceptionally torsionally stiff and has a wide track of 834 mm (previously 744 mm). Both factors together form the basis for excellent handling stability – the Actros hugs the road with an assured feel.

Tried-and-tested axles and a dynamic, new chassis

The core design of the tried-and-tested axles is the same as for the predecessor model; however, the developers have completely redesigned the control and the suspension to enhance driving safety and ride comfort.

New features include the location system for the Mercedes-Benz HL6 hypoid rear axle, based on optimised rear-axle location with new geometry and lines of action that now intersect behind the axle. Four-bellows air suspension, which responds precisely to road unevenness, is now responsible for the ride comfort. This is a symmetrical air suspension system (i.e. the bellows are of the same size). The spring track is wider than previously. Another advantage is the fact that four bellows operate faster and can lift higher loads than two bellows.

The tried-and-tested offset front axles are available with either steel or air suspension and with a choice of tonnages. The number of spring layers varies depending on the permissible axle load. The weight of the steel springs has been reduced thanks to an aluminium front spring bracket. New features include weight-optimised suspension with single-leaf parabolic springs on the front axle.

The chassis for the new Actros impresses with its high levels of directional stability, outstanding understeer/oversteer characteristics and high precision. Ride comfort has also been further enhanced.

Three cab mounting variants

The cab mounting is a major component in the driving-dynamics concept. There is a choice of three variants for the new Actros: Standard cab mounting, Comfort cab mounting (standard for cabs with a flat floor) and the exceptionally comfortable air suspension.

Sensitive and firm steering even saves fuel

One of the key factors behind the new Actros' excellent handling is the steering system, which impresses on account of its precision, thanks to a re-tuned steering gear, and conveys excellent road feel. The ratio is more direct whilst the kinematics have been improved and the controlled power steering pump saves fuel.

Powerful new engine brake and highly effective retarder

In 1996, the forerunner to the new Actros revolutionised the truck world on account of its four-disc brake system with a high-pressure system and electronic control. The new Actros takes this exceptional brake system a stage further. A new, optionally available high-performance engine brake sets new standards once again. The three-stage engine brake achieves an immense braking power of up to 400 kW (544 hp) on Euro VI models. Another new feature is the optionally available water secondary retarder with a braking torque of up to 3500 Nm or up to 750 kW. As well as being more powerful, the new retarder is lighter, weighing in at just 65 kg instead of 100 kg as previously.

Assistance systems to enhance comfort and relieve stress when stuck in traffic

The previous model series also set milestones with its safety and assistance systems. Whether it be adaptive cruise control, Lane Keeping Assist, Stability Control Assist or the revolutionary Active Brake Assist with autonomous emergency braking when stationary obstacles or moving obstacles ahead are detected, the Actros has always led the way for others to follow.

The new Actros builds on this lead. Stability Control Assist is now fitted as standard on both the semitrailer tractor and the chassis version, while the unique Proximity Control Assist system with stop-and-go function now even controls moving off and stopping in traffic automatically – making the driver's job much easier when driving through cities or in stop-and-go traffic. What's more, the Proximity Control Assist is no longer automatically linked to the retarder. The sensed fifth wheel coupling informs the driver of its lock status via a display in the cab. The exterior mirror with manoeuvring function on the co-driver's side extends the range of vision when manoeuvring by automatically adjusting outwards by ten degrees when reverse gear is engaged.

Standard equipment for all Actros models includes automatic activation of the hazard warning lights following an emergency stop so as to warn following traffic and help prevent rear-end collisions. The optional rain and light sensor activates the windscreen wipers and dipped beam when required, while the likewise optionally available tyre pressure monitoring system for the tractor and trailer is primarily aimed at enhancing safety: burst tyres as a result of insufficient inflation pressure are just as much of a safety risk as flat tyres. Furthermore, insufficient tyre inflation pressure increases the tyre's flex and, therefore, fuel consumption as well as reducing service life – a key factor when it comes to economy.

Attractively priced safety packages

Ready-made safety packages available at attractive prices encourage the inclusion of safety technology. The “Basic Safety Pack” comprises Proximity Control Assist, Lane Keeping Assist and a driver's airbag, while the Classic Safety Pack includes all of these as well as Active Brake Assist and roll control for dropsiders. Meanwhile, the Top Safety Pack features all of the above plus a retarder.

Range extended to include new and additional wheelbase lengths

The new Actros is a bespoke premium truck with an even larger range of models available than its predecessor. It can be ordered as a two- or three-axle version with trailing or leading axle and with a choice of three frame heights: standard, low and lowliner. Mercedes‑Benz has also further extended the range of wheelbase lengths by narrowing the gap between each version. Hence the two-axle semitrailer tractor is now available with a choice of four wheelbase lengths – 3550, 3700, 3850 or 4000 mm – while the two-axle chassis with cab gives customers a whopping eleven wheelbase lengths to choose from, ranging from 3600 to 6600 mm in steps of 300 mm.

Low-frame and lowliner models now have a slightly lower coupling point height, while the dropsider frame is also noticeably lower, making it easier to mount bodies.

Good body-mounting ability prioritised

The new Actros chassis already offers exceptionally good body-mounting ability as it is. The 50 mm hole pattern throughout in the frame side members, including the area of the axles, gives bodybuilders a great deal of freedom, as does the absence of rivets aft of the rear axle. Frame overhangs can be selected in steps of 300 mm, while the end crossmember can be relocated in 50 mm steps.

Although the exhaust system takes up more space on the frame due to the Euro VI requirements, optimised exhaust outlets make the bodybuilder's job easier. If required, space can be left within the frame – for demountable-platform vehicles, for example. In this case, there is no need to relocate the tank subsequently. Standardised fastenings, brackets and fixing bolts facilitate body mounting. All of which saves costs and shortens delivery times.

New chassis with new tanks

The wider frame, the in-line engines and the more complex exhaust gas aftertreatment system for Euro VI require a modified chassis design. The developers have taken this opportunity to introduce a new fuel tank concept among other things. Four tank cross-sections give a fuel supply volume of 290 to 1300 litres. The tanks are flexibly inter-combinable for individual solutions, and there are no conversion costs. Even the AdBlue tanks are available in a choice of sizes: 60 or 75 litres.

The main fuel tank and the AdBlue tank are mounted on the left-hand side of the vehicle. There is space for an additional tank on the right-hand side. The full vehicle width of 2.55 metres can be used to optimise the tank volume. There is also a combination tank with two chambers for diesel fuel and AdBlue available for semitrailer tractors.

Source: Daimler AG

Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.

The new Mercedes-Benz Actros: Engines and powertrain - More dynamic, cleaner and more economical

The new Mercedes-Benz Actros is the very first truck to receive the newly-premiered Blue Efficiency Power units that fully comply with the stringent Euro VI emission standard. These diesel engines boast excellent technical characteristics, low fuel consumption, exemplary robustness and longevity and provide high levels of output and torque across a wide range of rpm. Engineers have also mastered the X-PULSE, a new commonrail system with pressure booster, and a powerful and dynamic three-stage engine brake. Furthermore, the new powerplants feature efficient emission control solutions: the SCR technology, exhaust gas recirculation and the particulate filter. Power is sent to wheels thanks to the introduction of the third generation of Mercedes-Benz PowerShift fully-automated transmissions, tweaked for faster and more effective gear shifts.


The launch of the new Mercedes-Benz Actros heralds the arrival of a completely redesigned range of heavy-duty engines which set new standards in many respects. The new Mercedes-Benz BlueEfficiency Power engine generation has been developed specifically for use in Europe and, from the outset, will meet Euro VI requirements. The first member of the new engine family to be in the spotlight is the Mercedes-Benz OM 471 six-cylinder in-line unit, with an output range that covers the bulk of European long-distance-transport requirements. The OM 471 counters the unavoidable extra expense for Euro VI by incorporating state-of-the-art technology. As a result, the new Actros is not only cleaner, it also consumes far less diesel than its predecessor.

New engine already meets the requirements of the forthcoming Euro VI emissions standard
With this new engine generation, Mercedes-Benz continues its tradition as a trailblazer in terms of environmental compatibility. The OM 471 is the first engine in its class to be homologated in accordance with the future Euro VI emissions standard, so marking the start of a new era a full two years before Euro VI actually becomes law. Euro VI brings further significant reductions in, above all, nitrogen oxides and particulates in the exhaust gas.

The new Mercedes-Benz OM 471 covers an output range of 310 kW (421 hp) to 375 kW (510 hp), with peak torques between 2100 and 2500 Nm. During development of the OM 471, the Mercedes-Benz engineers were able to call upon a wealth of experience: the core design of the engine is based on the new platform used for Daimler Trucks' heavy-duty engines. These have been used very successfully since 2007 in trucks produced by Daimler's North American Freightliner brand (built by company-owned engine manufacturer Detroit Diesel) and since last year by Fuso in Japan.

BlueEfficiency Power: top class from Mercedes-Benz

Operators as well as drivers of the new Actros want powerful engines with good traction and low fuel consumption, along with high overall economic efficiency. They expect the best possible performance as well as refined, quiet running and exhaust gases that are low in pollutants. The new engine generation meets these requirements thanks to its robust construction and high-grade engineering, including four valves per cylinder, two overhead camshafts and a fully electronically controlled injection system with pressure booster that is unique in the world.
Like the Actros itself, the new Mercedes-Benz engines are top class in every respect. Top class in terms of the outstanding and innovative engine technology with exceptional economy and refinement thanks to the new, unique X-PULSE injection system. Top class in terms of excellent engine dynamics thanks to turbocharger technology. Top class in terms of low emissions thanks to the combination of SCR technology, exhaust gas recirculation and a particulate filter. And top class in terms of the powerful, new engine brake. Not to mention the new engines' serviceability and durability.

A wealth of output and torque variants

The Mercedes-Benz OM 471 is available with a choice of four outputs and torques for the new Actros. These configurations are suitable for typical European application conditions and meet operators' and drivers' requirements. The following versions of the Mercedes-Benz OM 471 are available for the new Actros:

Output (kW) - Output (hp) - Torque (Nm)
310 - 421 - 2100
330 - 449 - 2200
350 - 476 - 2300
375 - 510 - 2500

One of the particular highlights of the new OM 471 is the fact that, if the standard rear-axle ratio of 2.611 is specified, 200 Nm of extra torque are provided when the automated transmission is in top gear so as to prevent downshifts when driving uphill.

BlueEfficiency Power: high torque even below 1000 rpm

The rated engine speed of the new engines is set at 1800 rpm for all output variants, with the maximum torque available at just 1100 rpm. But these figures can only be a guide: as a result of the very steep output curve immediately before the main operating range, most of this maximum torque is already available at an engine speed of just 1000 rpm. Even below 1000 rpm, the torque is surprisingly high. This results in an extension of the usable engine speed range at the bottom end – down to around 800 to 900 rpm, depending on the route profile – with a correspondingly positive effect on fuel consumption.

Excellent driveability: high output across a wide rpm range

The same is true of the output curve: even at 1400 rpm, the engines deliver almost 100 percent of their full output. In reality, on the road, the output and torque curves combine to ensure excellent driveability with a high output in all key engine speed ranges. The Mercedes-Benz OM 471 reinforces this sense of dynamism with its quiet, smooth running, which is nevertheless characterised by the brand's hallmark sonorous and distinctive sound.

Compact six-cylinder in-line engine

The design of the new Mercedes-Benz OM 471 is based on six cylinders mounted vertically in-line – a platform that bodes well for the smooth running of the engine. The long-stroke design of the Mercedes-Benz OM 471, which has a bore of 132 mm and stroke of 156 mm, gives it excellent pulling power. The engine is categorised in the heavy-duty class for heavy-duty commercial vehicles. The dry weight of the Euro VI version is 1146 kg, while the weight to DIN 70020-A is 1126 kg.

Exemplary robustness and longevity

In order to meet the demands made of the new Actros class of high-powered heavy-duty trucks, exceptional robustness and durability are among the outstanding characteristics of the engine. The crankcase, for example, is made of a grey-cast-iron material developed and patented specifically for this engine generation and includes vertical structures and ribbing to make it very rigid. This design also reduces noise emissions.

The single-piece pistons, made from steel to maximise their service life, each feature two compression rings, an oil control ring and splash-oil cooling. A protective coating ensures that the engine will perform under load, even while it is being run-in. The almost negligible distortion of the pistons and the rigid crankcase keep oil consumption and blow-by losses to a minimum – so reducing costs and improving environmental acceptability. The fine plateau honing of the cylinder liners likewise reduces oil consumption as well as friction losses.

Optimum engine cooling is ensured by wet cylinder liners. The main cooling flow circulates around the upper third of the liner, while a secondary flow cools the lower section, which is not subject to such high temperatures. In general, the distances travelled by the coolant are kept short, making the cooling process here very efficient. The cooling thermostat is located at the intake end to ensure precise control. Larger radiators with a higher output reduce the thermal load whilst the fan does not have to operate as frequently, thus reducing fuel consumption.

Smooth running and an extremely rigid design

The "cracked" connecting rods are split at the connecting rod eye. In this process, the connecting rods are broken at a defined point, producing an extremely robust, close-fitting join with a large surface area when they are screwed back together. A precisely balanced seven-bearing crankshaft ensures exceptionally smooth running of the engine.

The highly rigid crankcase, steel pistons, and reinforced connecting rods and bearings were selected with the high engine ignition pressures in mind. To maximise efficiency, these have been increased from their previous level of 180 bar to over 200 bar.

The turbocharger, starter motor and crankcase ventilation system are all located on the hot side of the engine, while the engine control unit, the oil coolant module with filter and coolant pump, the fuel pumps for the high- and low-pressure system, and the consumption-optimised two-cylinder air compressor with on-demand control are grouped together on the cold side of the engine for ease of maintenance.

Exceptionally robust cast-iron cylinder head

The one-piece cylinder head for the new engine is made of grey cast iron with vermicular graphite (also known as CGI). It is exceptionally robust and designed for the high ignition pressures in the new engines.

Efficient gear drive, double overhead camshafts

At the front end of the engine, poly-V-belts drive the alternator, the coolant pump, the refrigerant compressor and the fan. The now closed-loop coolant pump is only activated as and when needed so as to reduce fuel consumption.

The extremely compact and rigid gear drive is located at the engine's output end, where it operates exceptionally efficiently, quietly and smoothly. Each of the camshafts controls two intake and exhaust valves arranged vertically in the cylinder head via low-friction rocker arms mounted in friction bearings. Rather than being milled from a solid piece of material, the camshafts are of "composite" or "assembled" design – a premiere for engines of this size – and are based on a hollow construction to save weight. They are mounted in a die-cast aluminium camshaft frame with seven bearings.

X-PULSE: unique common-rail system with pressure booster

One of the key aspects of the new engine generation for the new Actros is clean and efficient fuel combustion based on a flexible, fully electronically controlled common-rail system. Flexible in this case means that not only can the injection pressure, timing and quantity of fuel injected be varied, but also the injection rate, thanks to the new X-PULSE injection system with pressure booster that has been developed exclusively with Daimler Trucks.

Maximum injection pressure of 2100 bar

In the X-PULSE common-rail system with pressure booster, the twin-piston high-pressure pump produces a maximum pressure of around 900 bar in the common rail. This pressure is then boosted to up to 2100 bar in the individual injectors. The X-PULSE pressure booster can be varied on the engine map and adjusts continuously to the current engine operating conditions – for example to the demand for torque from the accelerator pedal. The engine control unit manages the injection point, injection quantity, injection rate, number of injections and injection pressure separately for each injector, enabling it to even out any differences between the various cylinders.

Pilot, main and post injections

X-PULSE allows an exceptionally high maximum injection pressure to be achieved as well as enabling free adjustment of the pressure and pressure distribution during main injection by means of two solenoid valves. As all the parameters are variable, each individual injection can be precisely adjusted to the specific situation.

Smooth running, economical, clean: main injection rate can be freely shaped

Many different forms of injection are possible with the new X-PULSE injection system. Their use depends on various parameters, such as the engine load: injection without pressure boosting but with just the pressure in the rail, injection with very early pressure boosting ("square" injection rate) or injection with late pressure boosting ("boot" rate). A variant in between ("ramp" rate) is also possible.

All in all, this means that for the first time it is possible to control fully the injection sequence at each engine operating point. As the highest pressure is only produced actually inside the injectors, the injections are exceptionally stable. In the case of the new Mercedes‑Benz engine generation, this results in quiet and smooth running with a high level of refinement, extremely low fuel consumption and minimal exhaust emissions.

Swirl-free turbulence, efficient combustion

The injection process takes place in a geometrically optimised combustion chamber with a shallow piston recess. The X-PULSE injector is positioned vertically and centrally between the vertically arranged intake and exhaust valves. It features an injection nozzle with seven injection orifices designed as miniature blind-orifice nozzles. The high maximum injection pressure and extremely fine fuel atomisation in the combustion chamber are the keys to efficient combustion. The combustion chamber is shaped to prevent swirl and tumble and to make the combustion of the fuel/air mixture as efficient as possible. The engines' relatively high compression ratio of 17:1 is also aimed at maximising economy.

Asymmetric exhaust gas turbocharger

The new Mercedes-Benz OM 471 has a turbocharger with an asymmetric turbine housing and fixed geometry as well as an intercooler. The asymmetric flow is an advantage, as the exhaust gases from the first three cylinders go directly through the exhaust gas recirculation system to the turbine without any losses. This process improves engine response.

Powerful and dynamic three-stage engine brake

Superb efficiency is one of the key characteristics of the new Mercedes-Benz OM 471, and this is also true of the engine brake. Mercedes-Benz uses a turbocharged decompression brake, which operates extremely effectively and quietly. The fast response time of less than 150 milliseconds is also remarkable.

The engine brake is controlled in three stages through the steering column stalk. In the first stage, the engine brake is activated on three of the cylinders. The remaining three cylinders are then activated in a second stage. In the third and highest stage, the EGR valve and wastegate are activated to increase the engine's charging level and so achieve the maximum brake power of 2300 rpm at 400 kW (544 hp). In addition to this manual actuation, the engine brake is also used in cruise control mode.

Motor control module MCM: everything under control

As the engine's "brain", the MCM (motor control module) is not only responsible for translating the demand for power governed by the driver's foot on the accelerator, but also for controlling and monitoring all the engine functions, from the start and rate of injection through to actuation of the engine brake.

By way of example: in order to achieve perfect synchronisation during gear changes, the engine needs to reach the requisite nominal speed as quickly as possible. To do so, it is even possible to fire individual cylinders whilst other cylinders are being decelerated by the engine brake. Very fast and smooth gear changes are therefore possible.

The control module uses sensors to constantly check factors such as oil level, the position of crankshaft and camshafts, the pressure in the common-rail system and the injectors, the turbocharger turbine speed, the temperature of the engine oil, coolant, fuel and charge air, the charge pressure, and the exhaust gas recirculation rate. As a result of this extensive monitoring, the engine always operates in its optimum range – the prerequisite for good performance, low fuel consumption, a long service life and low exhaust gas emissions.

Efficient emission control: SCR technology, exhaust gas recirculation, particulate filter
Conscious of the stringent requirements imposed by the Euro VI emissions standard, Mercedes-Benz has developed a combination of SCR technology with AdBlue insertion, cooled exhaust gas recirculation (EGR) and a particulate filter for the new BlueEfficiency Power engine generation in the new Actros. This solution has already proved successful on the road in commercial vehicles from Daimler Trucks on other continents. However, the configuration here is adapted specifically to comply with European emissions legislation, while the particulate filter, including its regeneration strategy, is also a special European development. All of the systems combine to ensure extremely efficient emission control.

The differences between the optionally available Euro V versions and the standard Euro VI variant include the omission of the particulate filter, a reduced recirculation rate in the EGR system and a smaller EGR cooler. To meet customer demand, there are also EEV variants in the line-up. These are based on the Euro V version. EEV and Euro V versions are available with a choice of three power outputs: 310 kW (421 hp), 330 kW (449 hp) or 375 kW (510 hp).

Low fuel consumption despite Euro VI: a milestone in engine development

Along with a high level of environmental compatibility, one of the key aims during the development of the new engine generation was to minimise lifecycle costs. First of all, this involves low fuel consumption. Despite the added complexity that was necessary to meet the requirements of the Euro VI emissions standard, these versions of the Mercedes-Benz OM 471 boast exceptionally low fuel consumption and achieve record figures in all versions of the new Actros. AdBlue consumption is also reduced drastically in the Euro VI versions.

The Euro V version of the OM 471 has even lower fuel consumption. It has a lower exhaust gas recirculation rate and dispenses with the particulate filter.

Exceptionally long service intervals ensure low lifecycle costs

At the same time, the developers have been concentrating on keeping maintenance costs down. The service intervals have now been extended to up to 150,000 kilometres, the precise figure depending on the vehicle type and its usage profile. This interval is an exceptionally good figure for an engine with exhaust gas recirculation. In reality, this means the new Actros models in many long-distance transport fleets will require just one annual maintenance call with an engine oil change. The generally maintenance-free particulate filter in the new Euro VI Actros only needs to be changed after 450,000 km and subsequently cleaned after every 300,000 km. The service interval for the air filter in the new Actros is likewise 300,000 km.

The excellent serviceability of the new engine generation also helps to reduce operating costs. A filter module fitted to the cold side of the engine includes the oil filter as well as the filter module for the fuel supply, itself comprising prefilter, main filter and the water separator for the fuel system, grouped closely together in an easily accessible position. The oil refill point is also accessibly located on the cylinder head cover – although the low oil consumption of these engines means that, in reality, the oil will only rarely need refilling.

Mercedes PowerShift fully-automated transmission

In all versions of the new Actros, the power is sent to the wheels through a Mercedes-Benz PowerShift G211 or G281 fully-automated transmission. These transmissions have already proven successful in the predecessor models. And they now offer even faster and more precise response thanks to their highly sensitive shift sensors. The ratios of the twelve-speed transmissions have been optimised for the new engines, the direct ratio in top gear serving as a basis for highly economical long-distance driving. As was the case with the predecessor, application-oriented extra functions such as EcoRoll mode, rocking mode and power mode make the driver's job easier.

New functions for transmission individualisation

New features include a crawler function in place of the previous manoeuvring mode. As in a passenger car with an automatic transmission, the clutch closes when the brake pedal is released. So the new Actros can now be driven at walking pace with a gear engaged but without the need to press the accelerator – making the driver's job even easier when stuck in traffic or when manoeuvring.

Likewise new is the range of freely selectable application-oriented drive programs. The Economy Drive package, installed as standard, offers the driver the already economical Standard drive program as well as an Economy program for significantly reducing fuel consumption on the road. The Economy program does not use kickdown, while the EcoRoll function cannot be deactivated, and the top speed is limited to 85 km/h. The optional Power Drive package includes the fuel-saving Standard program as well as a Power shift program which offers the driver optimum performance. Furthermore, this program allows a GCW of up to 120 t in heavy-duty applications. These individualised shift programs mean that the Actros can be ideally adapted to the particular application conditions.

Faster gear change, controlled by the steering column stalk

Another factor behind the top performance achieved by the new Actros is even faster gear changes with less loss of road speed, which has a positive effect on both average road speed and fuel consumption.

The transmission controls are also new: as every new Actros is supplied with a fully-automated transmission, a steering column stalk is now provided – for the rare occasions on which the driver has to intervene manually.

Tried-and-tested axles, longer ratios

The new Actros is available exclusively with fuel-saving hypoid axles. Although the tried-and-tested HL6 axle from the predecessor has been retained, it now has a new hypoid gear to reduce friction losses. This improvement in efficiency is reflected in lower fuel consumption.

The new high-torque engines with a far wider usable speed range and the "Top-Torque" torque increase in top gear combined with the optimised Mercedes PowerShift with shorter shift times allow a longer rear axle ratio to be used. The standard ratio for semitrailer tractors is now i=2.611 rather than i= 2.846 with a correspondingly lower engine speed level. At a speed of 85 km/h in twelfth gear, the engine in the new Actros runs at just 1260 rpm rather than 1370 rpm – another factor behind the lower fuel consumption achieved by the new Actros.

Furthermore, Mercedes-Benz has extended the range of available rear axle ratios once more. There are now five versions of the HL6 rear axle available for semitrailer tractors with a standard frame height and 315/70 R 22.5 tyres, ranging from i=2.533 to i=3.077. There are also five versions available for lowliner versions with 295/55 R 22.5 tyres, ranging from i=2.2278 to i=2.733.

Economy Packs: economical miracles in package form

If a fleet's main priority is maximum economy, Mercedes-Benz makes it easier to select the right components by offering ready-made Economy Packs at attractive prices. The Classic Economy Pack includes a tyre pressure monitoring system, wind deflectors and side panelling, while the Top Economy Pack also includes a retarder.

FleetBoard and service contracts further boost cost-effectiveness

It's not just the vehicle technology in the new Actros that boosts cost-effectiveness, telematic systems do their bit, too: FleetBoard is included as standard for the first time. The FleetBoard vehicle computer is fitted as standard on board every new Actros. The extensive FleetBoard services can be used free of charge for the first four months. Only after this period does a fee become payable, should the customer decide to continue using FleetBoard. FleetBoard services include trip recording, driving analysis, telediagnosis and maintenance management. What's more, the driver – and only the driver – receives short-time analyses of his or her driving style from the trip computer on the instrument panel display as part of FleetBoard EcoSupport. FleetBoard makes it possible to cut costs by five to 15 percent.

Customised service contracts likewise help to boost the cost-effectiveness of the new Actros. Given the longer service intervals, these are notably less expensive.














Source: Daimler AG

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