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  • Drew Dowdell
    Drew Dowdell

    Mercedes-AMG Debuts Most Powerful Production 4-cylinder

      ... 416 horsepower in S trim...

    Mercedes-AMG has unvieled their newest and most powerful 4-cylinder engine. Clocking in at 416 horsepower and 369 lb-ft of torque for the S version, it is the most powerful 4-cylinder engine currently in production.  There is also a "base" model of this engine that produces 382 HP and 354 lb-ft of torque.  Peak torque for the S Model is available from 5000 - 5250 rpm while the base version's torque peak comes in at 4,750 rpm and continues to 5,000 rpm. Mercedes says that putting the torque peak higher in the RPM band makes the engine more free revving. Maximum engine speed for both versions is 7,200 rpm. 

    The engine, while still transverse, is rotated 180 degrees to put the turbo in the back up against the firewall and the intake system is positioned up front to make for a lower design with fewer air restrictions.  The turbo itself is a twin-scroll unit and has roller bearings to reduce friction and quicken turbo response.  The engines are hand built by a single craftsman in Affalterbach Germany.  

    No word yet on which vehicles these engines will go in, but its a safe bet to look for them to show up in the Mercedes A-Class, CLA-Class, and probably the GLB-Class.

    Technical data at a glance

     

    Mercedes-AMG
    M 139 2.0 liter turbocharged four-cylinder engine

    Displacement

    1991 cc

    Bore x stroke

    83.0 x 92.0 mm

    Output

    416 hp at 6750 rpm (S-model) 
    382 hp at 6500 rpm (base version)

    Peak torque

    369 lb-ft at 5000-5250 rpm  (S-model) 354 lb-ft at 4750-5000 rpm (base version)

    Max. engine speed

    7200 rpm

    Compression ratio

    9.0:1

    Turbocharging

    One twinscroll turbocharger with roller-bearing compressor and turbine wheels

    Max. charge pressure

    2.1 bar (S-model)
    1.9 bar (base version)

    Mixture formation

    Combined direct and manifold injection.
    1.) Third-generation multiple direct injection. Fast and precise piezo injectors spray the fuel into the combustion chambers at high pressure 
    2.) Additional intake manifold injection with solenoid valves

    Cylinder head

    Two overhead camshafts, 16 valves, adjustable intake and exhaust camshafts, CAMTRONIC valve timing 
    adjustment for the exhaust camshaft

    Max. air mass throughput

    2,645 lb/h (S-model) 2,425 lb/h (base version)

    Engine weight (wet)

    353.8 lbs

     

    Source: Mercedes-Benz Media



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    Give credit where credit is due. That’s a lot juice for such a small motor. 

    Edited by surreal1272

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    29 minutes ago, surreal1272 said:

    Give credit where credit is due. That’s a lot juice for such a small motor. 

    Yes allot of Juice, but pathetic still.

    Still not sold on these overhead cam and in this case dual with high horsepower and weak torque.

    Guess Germans like Italian love their High revving noise over actual grunt of moving.

    Interesting note is that the Quad 4 always had more torque than HP without a turbo and still passed emissions.

    Anyone that drove a Quad 4 could feel the grunt of movement in your gut without having to race the sewing machine engine.

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    The torque doesn't sound weak, but it is pretty high up in the power band.   It is more usable when it hits low in the RPM range. 

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    Why such low (peak) torque compared to peak horsepower?   This is the opposite of what any engine should be.  It's too bad other automakers' 4cyl engines have the same set of characteristics.  Too bad GM will not build a (non-truck) version of the 3800/3900 to replace the 3.6 V6.  Horsepower is great but torque is actually required.

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    1 hour ago, dfelt said:

    Yes allot of Juice, but pathetic still.

    Still not sold on these overhead cam and in this case dual with high horsepower and weak torque.

    Guess Germans like Italian love their High revving noise over actual grunt of moving.

    Interesting note is that the Quad 4 always had more torque than HP without a turbo and still passed emissions.

    Anyone that drove a Quad 4 could feel the grunt of movement in your gut without having to race the sewing machine engine.

    Except the Quad4 was a hot mess when it came to oil burn. They were absolute maintenance nightmares when they started acting up. Dated a girl in the 90s who a Calais with that engine. Would not wish that maintenance on my worst enemy. 

     

    I do agree about the peak power where the torque is concerned but it’s still no slouch.

    Edited by surreal1272

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    What I really want to see is the torque curve.... what's the torque output at say 1,500 rpm?  That will say a lot about drivability. 

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    7 hours ago, riviera74 said:

    Why such low (peak) torque compared to peak horsepower?   This is the opposite of what any engine should be.  It's too bad other automakers' 4cyl engines have the same set of characteristics.  Too bad GM will not build a (non-truck) version of the 3800/3900 to replace the 3.6 V6.  Horsepower is great but torque is actually required.

    360ish lb-ft in a front drive car (well all wheel drive) and from a 4-cylinder, that seems like a lot for those circumstances.  Plus an A45 or CLA45 is like a 3400 lb car, not a lot of weight to move.  The 6 and 8 make more torque.

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    8 hours ago, Drew Dowdell said:

    I wonder if they'll make a longitudinal version. 

    I think a better application would be the 306 hp version in longitudinal form.  Because that would be good in the E-class and GLE to have a more powerful 4-banger there, vs the 241/255 hp units they are working with now.  I don't think there would be much demand for a 400 hp, 7200 rpm screamer of a 4-cylinder in an C-class, definitely not in an E or GLE.

    Related though, if they can get 400 hp from a 4, they should be able to get 500+ from an inline 6, I think that is an area to explore in pumping the 6 up for the AMG 53's.  There is more in the V8 too, they probably hold these engines back for reliability or emissions.

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    On 6/7/2019 at 10:55 AM, surreal1272 said:

    Except the Quad4 was a hot mess when it came to oil burn. They were absolute maintenance nightmares when they started acting up. Dated a girl in the 90s who a Calais with that engine. Would not wish that maintenance on my worst enemy. 

     

    I do agree about the peak power where the torque is concerned but it’s still no slouch.

    Agree that the Quad had it's problems, Yet it was loved for being a motor that could be turbo'd and pushed to over 1200hp / ft-lbs of torque.

    I give props as MB has built a small motor with high HP / torque numbers, yet the Torque is still below the HP and high in the RPM band. This means like a sewing machine engines you have to really rev it to get the performance out of it.

    GM on the other hand built plenty of small motors that could move without reeving the hell out of them.

    • Haha 1

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    26 minutes ago, dfelt said:

    Agree that the Quad had it's problems, Yet it was loved for being a motor that could be turbo'd and pushed to over 1200hp / ft-lbs of torque.

    I give props as MB has built a small motor with high HP / torque numbers, yet the Torque is still below the HP and high in the RPM band. This means like a sewing machine engines you have to really rev it to get the performance out of it.

    GM on the other hand built plenty of small motors that could move without reeving the hell out of them.

    It is basically like a racing engine, this is tuned for track days and people that want to drive high in the rpm band.   Mercedes makes plenty of engines with low end torque for applications where that makes more sense.  

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    25 minutes ago, smk4565 said:

    It is basically like a racing engine, this is tuned for track days and people that want to drive high in the rpm band.   Mercedes makes plenty of engines with low end torque for applications where that makes more sense.  

    Your missing my point, Building a race engine is one thing, we all know MB will put this into as many auto's as they can to recover development cost.

    Point being, plenty of quality engines have been built with low end grunt that moves plenty quick with decent hp.

    This engine continues what I view as a poor design based on Marketing lies about needing high reving high HP engines with lower torque or very weak torque as most Italian cars have and more and more German cars have.

    High RPM to produce the torque does not make an efficient engine.

    Proof is in the need to Turbo the heck out of the auto's adding a ton of weight and not really getting any more MPG efficiency out other than a smaller engine for lower tax purposes.

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    52 minutes ago, dfelt said:

    Your missing my point, Building a race engine is one thing, we all know MB will put this into as many auto's as they can to recover development cost.

    Point being, plenty of quality engines have been built with low end grunt that moves plenty quick with decent hp.

    This engine continues what I view as a poor design based on Marketing lies about needing high reving high HP engines with lower torque or very weak torque as most Italian cars have and more and more German cars have.

    High RPM to produce the torque does not make an efficient engine.

    Proof is in the need to Turbo the heck out of the auto's adding a ton of weight and not really getting any more MPG efficiency out other than a smaller engine for lower tax purposes.

    This engine is for 3400 lb cars with transverse engine and awd.  Limited to 4 models, A-class, GLA, GLA, and GLB.    0-60 times will probably be 4 seconds, not sure what they need more power than this for in a FWD application for compact cars. 

     What does the competition have in this segment?  Cadillac, Lexus, Acura, Audi all have turbo 4's that max out around 260 lb-ft maybe 290.   Where is the 400 hp XT4?  The 400 hp Lexus NX?  The 400 hp BMW X1?   Mercedes is a country mile ahead here.

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    58 minutes ago, smk4565 said:

    What does the competition have in this segment?  Cadillac, Lexus, Acura, Audi all have turbo 4's that max out around 260 lb-ft maybe 290.   Where is the 400 hp XT4

    Possible EV  coming to a theatre near you next summer?  Maybe?

    Cadillac IS going all out in EVs, right? 

    And...I really DONT want Cadillac selling us A Class, GLA and GLB type vehicles...

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    2 hours ago, oldshurst442 said:

    Possible EV  coming to a theatre near you next summer?  Maybe?

    Cadillac IS going all out in EVs, right? 

    And...I really DONT want Cadillac selling us A Class, GLA and GLB type vehicles...

    EVs are expensive, and Audi and Mercedes already have 400 hp EVs now and many more coming.  The volume of the luxury market is still in small to mid size crossover.

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    1 minute ago, smk4565 said:

    EVs are expensive, and Audi and Mercedes already have 400 hp EVs now and many more coming.  The volume of the luxury market is still in small to mid size crossover.

    Exactly...EVs are expensive...

    Like I said...I really dont want Cadillac selling 400 horsepower 4 cylinder XT4s in the first place.   

    Maybe an EV XT4 sized vehicle...  Yeah...I could go for that....because then the price tag will be where I want  Cadillac to  be  in...

    I could forgo a 400 horsepower 4 cylinder  XT4 V.  If EVs are the future, then 4 cylinder petrol engines are a step back for Cadillac. 

    Hey...its impressive those figures...for a 4 banger. Pretty darned awesome.  But, if the market is to shift to EVs, then I want Cadillac looking ahead.  If Tesla could make a name for itself with a Model 3, and the Model 3 is more or less XT4 sized, then I would prefer Cadillac give us a Model 3 competitor rather than what Mercedes is gonna offer with its 400 HP 4 banger. 

    Not taking away what Mercedes is doing....Im just wanting Cadillac to be ahead of the curve. 

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    Some of these luxury brands are claiming 10 EV's by 2025, so if Cadillac wants to be ahead of the curve, they might as well go all in on EV.

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    26 minutes ago, smk4565 said:

    Some of these luxury brands are claiming 10 EV's by 2025, so if Cadillac wants to be ahead of the curve, they might as well go all in on EV.

    That is what I said...and maybe, THAT is what Cadillac's game plan is. I mean, that is what I understood from Mary Barrra's last 2-3 speeches.  

    Edited by oldshurst442

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    They didn't move the power band higher up to make the engine more "free revving". That's bullsh!t.

    They moved the power band higher up because you can only make so much boost with a turbo before either lag becomes intolerable or detonation sets in. 1.9 to 2.1 bar (28~31 psi) is all they are going to get and one can argue that it is already intolerable -- drive a CLA/GLA45 and you'll see for yourself! It goes like this... full throttle... nothing... coming... buidling... there! Worse yet... Part Throttle... moaning drone... nothing... nothing... coming... starting to build... redline (shift)! Torque is directly proportional to air density (mostly boost) going into the engine. Hence, 350~370 lb-ft is all they are ever going to make. Power on the other hand is a function of torque x rpm. If you want more power, you make that torque higher up. Keep 323 lb-ft around at 6750 rpm and you get 416 hp.

    Edited by dwightlooi
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    I'll favor an approach using GREATER DISPLACEMENT and LOWER BOOST. As I have said before in previous threads, the GM 2.7T four potter is an ideal candidate. Keeping the same boost 1.4 bar (20.6 psi) in a properly sized turbo (Eg. G25-550) and a generous air-to-water intercooler -- instead of the undersized and almost falling off the map conch shell they have on it -- will produce about 420 lb-ft (up from 348 lb-ft). This engine won't be a revver with it's 102mm stroke. But, it doesn't have to be; 6,100~6,200 rpm is plenty when you have 420 lb-ft from 2,200~5,200 rpm and 420 hp @ ~5,300 rpm. Hitting the torque peak at 2,200 rpm, however, makes the car a lot easier and enjoyable to drive.

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    18 minutes ago, dwightlooi said:

    I'll favor an approach using GREATER DISPLACEMENT and LOWER BOOST. As I have said before in previous threads, the GM 2.7T four potter is an ideal candidate. Keeping the same boost 1.4 bar (20.6 psi) in a properly sized turbo (Eg. G25-550) and a generous air-to-water intercooler -- instead of the undersized and almost falling off the map conch shell they have on it -- will produce about 420 lb-ft (up from 348 lb-ft). This engine won't be a revver with it's 102mm stroke. But, it doesn't have to be; 6,100~6,200 rpm is plenty when you have 420 lb-ft from 2,200~5,200 rpm and 420 hp @ ~5,300 rpm. Hitting the torque peak at 2,200 rpm, however, makes the car a lot easier and enjoyable to drive.

    Totally agree, would take a bigger motor, less boost over smaller, high boost high reving.

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      Mercedes-Benz went the unconventional route and debuted their new GLA SUV completely online this morning. The new GLA comes on a new platform and changes up the dimensions a bit to improve interior space.  Overall length is down 0.6 inches, but height has increased 4.1 inches, and wheelbase is up 1.1 inches while width is up 1.2 inches. This translates to some minor improvements in most, but not all, interior dimensions.  (Dimensions chart on Page 2)
      The GLA initially will come in three forms, the GLA 250, GLA 250 4Matic, and AMG GLA 35.  The 250 and 250 4matic some with the same powertrain, a 2.0-liter turbocharged 4-cylinder producing 221 horsepower at 5,500 RPM and 258 lb-ft of torque at 1,620 - 4,000 RPM.  Power is sent to the wheels via an 8-speed DCT.
      The AMG GLA 35 comes with a 2.0-liter 4-cylinder with 302 horsepower at 5,800 RPM and 295 lb-ft of torque at 3,000 - 4,000 RPM. And uses a modified version of the 8-speed DCT. Zero to 60 is estimated at 5.0 seconds.
      GLA 250 models equipped with 4Matic come with an Off-Road Engineering Package as standard.  It is an extra drive mode that adapts the characteristics of the 4Matic system and changes power delivery and ABS intervention.  The gauge cluster will present an animation of gradient, inclination angle, and technical settings to help the driver through the situation. 
      4Matic has been updated from being hydraulically activated to electro-mechanically activated.  In normal mode, the system splits torque 80:20 front:rear.  Sport mode changes that ratio to 70:30, while off-road mode moves it to 50:50. Being electro-mechanically operated allows the 4Matic system to be more efficient by not having to drive hydraulic pumps. 
      The GLA 250 is available with a host of driver assistance packages. They include:
      Active Distance Assist DISTRONIC with the functions: braking for stationary vehicles, extended automatic restarting in traffic jams in conjunction with Active Parking Assist and navigation, activation of "Gliding" in the ECO drive mode, Active Steering Assist with the functions: Active Emergency Braking Assist – with automatic unlocking and placement of an SOS call to the Mercedes-Benz emergency call center after the vehicle has come to a stop (depending on country) Active Lane Change Assist in conjunction with navigation, Emergency lane function: in freeway traffic jams at speeds below approx. 37 mph. Active Speed Limit Assist with reaction to changes in speed limits in conjunction with Traffic Sign Assist, Route-based speed adjustment when approaching bends, roundabouts, toll stations, T-junctions and before leaving highways – reduction of vehicle speed when encountering the end of a traffic jam, in conjunction with navigation, Evasive Steering Assist, Active Lane Keeping Assist, Active Blind Spot Assist, Active Brake Assist with cross-traffic function, PRE-SAFE PLUS: can detect a potential rear impact. If the danger of a collision persists, the system can also firmly apply the brakes of the stationary vehicle, minimizing the risk of whiplash injuries by reducing the forward jolt caused by an impact from the rear. The interior of the GLA is quite similar to the A-Class sedan. Mercedes MBUX is there and can be activated by voice simply by saying "Hey Mercedes". 
      AMG 35
      The GLA AMG 35 gets an AMG tuned suspension, including an optional ride control system that allows the driver to select between three different drive modes.  A high performance braking system with 13.8 inch disks up front and 13.0 inch disks in the rear is included. There is a speed-sensitive variable ratio steering that changes the amount of assistance offered at different speeds. The AMG also gets a special exhaust system with a gas flap to change the sound dynamics of the car depending on mode, engine speed, and engine load. 
      The exterior of the AMG GLA 35 gets a different front fascia from the regular GLA 250, fitting in with the rest of the AMG lineup. 
      The GLA 250 goes on sale Summer of 2020 with the AMG following after that.
       
       
      New GLA
      Predecessor
      Diff.
      Exterior dimensions
      Length
      in
      173.6
      174.2
      -0.6
      Width
      in
      72.2
      71.0
      +1.2
      Width incl. exterior mirrors
      in
      79.5
      79.6
      -0.1
      Height
      in
      63.4
      59.3
      +4.1
      Wheelbase
      in
      107.4
      106.3
      +1.1
      Track, front
      in
      63.2
      61.4
      +1.8
      Track, rear
      in
      63.2
      61.4
      +1.8
      Interior dimensions*
      Max. front headroom
      in
      40.8
      40.0
      +0.8
      Headroom, rear
      in
      38.1
      38.4
      -0.3
      Legroom, front
      in
      41.1
      41.9
      -0.8
      Legroom, rear
      in
      38.4
      33.9
      +4.5
      Elbow room, front
      in
      57.3
      56.0
      +1.3
      Elbow room, rear
      in
      57.3
      55.5
      +1.8
      Shoulder room, front
      in
      55.9
      54.8
      +1.1
      Shoulder room, rear
      in
      54.8
      53.1
      +1.7
      Load compartment width, max.
      in
      50.1
      46.7
      +3.4
      Load compartment depth, max.
      in
      56.0
      54.9
      +1.1
      Eff. width trunk opening
      in
      41.3
      41.1
      +0.2
      Trunk capacity (VDA)
      cu-ft
      15.4
      14.9
      +0.5
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