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2015 C-Class Coupé
2015 CLA 4 MATIC
2015 GLC
2015 CAMTRONIC
2015 GLC Coupé
2015 GLE
2015 F 015
2014 Arocs
2014 Engine OM 471
2014 S-Class Maybach
2014 CLA Shooting Brake
2014 Vision G-Code SUC
2014 B-Class
2014 S-Class PI hybrid
2014 Future Truck 2025
2014 AMG GT
2014 Auton. Highway Truck
2014 Vito
2014 CLS
2014 C-Class T-model
2014 SUV-Coupé
2014 S-Class Coupe
2014 V-Class
2014 C production
2014 C-Class
2013 Setra S 500 HD
2013 E Coupe/Cabrio
2013 E-Class
2013 S-Class
2013 CLA-Class
2013 GLA-Class
2013 Atego
2012 420 GL
2012 Citan
2012 SL-Class
2012 E-Smart
2012 A-Class
2012 A-Class Engine
2011 C-Class Coupe
2011 ML-Class
2011 CLS-Class
2011 SLK-Class
2011 B-Class
2011 Actros
2010 E-Smart
2009 SLS AMG
Test SLS
2009 E-Class Coupe
2009 E-Class
2009 Diesel Engine
2008 SL-Model
2007 F 700 DiesOtto
2007 C-Class
2006 CL-Class
2006 GL-Model
2006 Sprinter (2)
2006 E-class facelift
2005 S 4-matic Autom.
2005 SCR Catalyst
2005 M-Class
2005 S-Class
2005 B-class
2004 SLK-Class
2004 CLS-Class
2004 A-Class
2004 SLR McLaren
2004 Smart ForFour
2003 Maybach
2003 Smart Roadster
2003 Maybach 57
2003 W 211 SBC-Brake
2003 Vito
2002 CLK-Class
2002 E-Class
2002 Smart Crossblade
2001 SL-Class
2001 SL slid. pictures
2001 Axor
2000 Unimog
1999 CL
1998 A-Class
1998 Smart Drive 1
1998 Smart Drive 2
1998 Atego
1997 M-Class
1996 SLK-class
1996 Racing Engine
1996 Actros
1996 Vario
1995 E-Class Engine
1993 C-Class
1991 S-Class
1989 SL (R 129)
1988 190 (W 102)
1984 W 124
1983 190 E 2,3-16
1982 190 (W 102)
1979 W126/220
1979 G-modell
1975 450 SEL 6,9
1975 W 123
1973 New Generation
1971 Motor 280
1971 300 SEL 6,8 AMG
1971 SL (W107)
1969 C 111
1969 /8 Coupe
1969 O 305
1968 /8
1967 L 408
1967 280 SE Cabrio/Coupe
1965 200
1965 LP 608
1963 600
1963 230 SL
1963 L 1113
1961 W 111/112 Cabrio/Coupe
1961 300 SE
1961 190
1959 180 b
1959 220
1958 220 SE
1959 LAK 334
1958 LP 333
1957 300 SL Roadster
1956 300 Sc
1956 L319
1956 220 Cabrio
1956 190
1956 220 S
1956 L 406
1956 Unimog 411
1955 190 SL
1955 Uhlenhaut Coupe
1954 300 SL 1
1954 300 SL 2
1954 O 321
1954 W 196
1954 Racing-Car Transporter
1953 180
1953 180 handbook
1952 W 194
1951 300 S
1950 L 6600
1949 O 3500
1949 170 V
1949 170 V technology
1949 Unimog
1949 L 3500
1949 L 3250
1945 L 4500
1945 L 701
1940 T 80
1941 DB 603A
1938 W 154
1938 Streamlined Car
1937 Aircraft Engine 601
1937 O 10000
1936 260 D
1936 170 H
1936 290 Convertible
1935 O 2600
1935 L 6500
1934 W 25
1934 540 K
1934 Wind tunnel
1934 130 H
1932 Lo 2000
1931 170
1930 Chassis 770
1929 710 SS
1927 12/55
1927 SSK
1926 8/38
1924 28/95
1923 10/40/65 PS
1918 Sport
1914 GP Racing Car
1912 Benz Truck
1912 Benz 8/20
1909 Blitzen Benz
1905 Daimler Simplex
1902 Daimler Simplex
1900 Daimler Phoenix
1899 First Flat-engine
1899 Daimler Lkw
1898 Daimler Lkw
1897 Contramotor
1897 Twin Engine
1896 Daimler Lkw
1896 First truck
1894 Daimler four-cylinder
1893 Benz Viktoria
1889 Stahlradwagen
1886 First V-engine
1887 Motor Coach
1886 Threewheeler
1885 Motorcycle
Car data



  Mercedes OM 471 - Euro 6







So, it's now slowly becoming plausible, also the Euro-6 engines are again being made even more thrifty than their predecessors. The difference is indeed, much smaller, but in view of the huge NOX-emission reduction, it's an enormous achievement.

Let's describe, e.g., the OM 471. 12,8 litres distributed over 6 cylinders is normal, also four valves per cylinder, indeed, two overhead cams in a truck is not the standard. The resulting performance is, 310 - 370 kW (422 - 503 HP) at 1800 RPM and 2100 - 2500 Nm of torque at 1100 RPM.

The engine is usable at as little as 800 to 900 RPM and is always striving to reduce the fuel consumption. This also explains the effect of the GPS-based engine- and transmission management. If it can be foreseen that the top of the hill will be reached very soon, then downshifting is no longer worthwhile.

Diesel engines still always have a tendency towards having a long-stroke. This is particularly valid for truck engines, where torque is more important than performance. In this respect, the OM 471 with its 132 mm bore and 156 mm stroke, is no exception. And, give it some thought, a truck like this clocks up an average of approx. 1,4 million kilometres, generally with only one crankshaft.

The engine is not even twice as long as the sum of its six cylinders. This includes the web-widths of the wet-sleeves, the timing casing at the rear and the ventilator clutch up front. By the way, because of the above required longevity, the crankshaft is made from inductively tempered steel.

The innovations, compared with the former engine blocks, are the numerous weight-saving ribbings, the plastic oil-sump and the so called plateau-honing, which promises a more specific and shallower surface treatment and shorter running in periods, thus reducing the oil consumption.

The stringent NOX-restrictions required by the Euro 6 classification, which have doubtlessly caused higher consumptions, have led to even higher ignition pressures. Mercedes gives a value of 200 bar, which not only strains against the crankshaft itself but against the entire crankcase.

Oddly enough, there is a hot side and a cold side of the engine, indeed, what is meant, is not the engine itself but the side where external components like the turbo-charger and starter on one side and the control device, fuel-pump, oil-cooling module and the air compressor on the other side are installed.

Aluminium is, despite the search for weight-saving, not the preferred material for the cylinder head. In this case, vermicular- is used instead of nodular-graphite. This suits the heat expansion of the engine block better. . Read more about this here.

Recently we're coming across more and more split cooling systems. In this case, it's not the separation between the head and the bushings, but a bit more between the top bushing and a bit less at the bottom. Surprisingly, there is not only the transversal scavenging which treats all the cylinders equally, but also a longitudinal scavenging which compensates for any inequalities which may still be present.

One of the two coolant pumps is regulated, which in a truck engine, can mean as much as 4,4 kW (6 HP). By the way, not only in the warm-up phase, but also in normal running operation is a cut-off desired.

We've already mentioned amazing things about the engine-control. Indeed, there is still more to come. The truck, unlike the motor car, doesn't actually need an engine with a lower construction height. Nonetheless, the two shafts over the already mentioned timing casing, are driven from the rear.

On top of this, the shafts are also hollow, something which can't be taken for granted in truck engines. There is however, one further difference, since in the motor car engine, the rocker-arms, if still required, would have roller-bearings. In the case of the OM 471, they've used plain bearings.

Mercedes is particularly proud of the injection system used here. While the pressure with Common Rail is generally regulated through the high-pressure pump, this occurs here in the injectors themselves, with their constant pressure of 900 bar, where then, pressures of up to 2100 bar are possible.

It is a system with magnetic valves, two per injector. These make not only unbelievably short-period and short term injecting possible but virtually also allow each individual injector to be varied. We'll be dealing with the so called pressure amplification and its effects separately. 01/15


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