S-Class (W223) [Spy Shots] Mercedes-Benz S-Class (W223) Spy Shots and Info

[Deleted member 53471]

By the number of prints, one could say he was rather dogged by getting the touchscreens to work.....

 

[hannaz]

When is the next part of 223 digital unveil scheduled for?? @Wolfgang any inform???

 

[Evgeny]

 

[Max D]

When is the next part of 223 digital unveil scheduled for??...

29 July.

 

[Evgeny]

 

[Ozy]

[...

The rims fit the car very well, especially that front 3/4 view, just gorgeous

 

[Deleted member 1071]

For what time is left for ICE powertrains in this segment, it's an easy bet that the W/V223 will apply its' characteristic stranglehold in terms of unit sales. The EQS will have a very tough act to follow in this particular context.

 

[TheDeadMan]

When is the next part of 223 digital unveil scheduled for?? @Wolfgang any inform???

This had been posted a few pages back.

 

[TheDeadMan]

It's very unusual that we still haven't seen test cars of AMG models in the wild while the next C 43/53 has been out for months.

 

[GTA45E]

^
Those usually come at the very end of the test cycles it seems. It was like this with the current E-Class.
Tests of the E63 did not see the light of day till E broke cover. Lots of days at the gym/ no pain, no gain.

 

[sl123]

According to JESMB world premiere W223 is scheduled for September 2nd

 

[Evgeny]

 

[martinbo]

If that list is true then it's a damn shame that Merc's brand new inline 6 won't feature in AMG guise in the above models. It beggars belief and begs the question: what was the point of all that R & D for such a specific engine?

 

[Merc1]

And if the SL is going to be all AMG models, I don't see the point of having it and the GT. I mean the SL500/550 is the staple of the lineup. There should be a SL580 V8 and then a SL500/450 I6 and then the 63 and 73 AMG models. This all AMG SL lineup is silly and a 4-cylinder SL is just absurd. I don't like the thought of a 4Matic SL, but ok sure. If you're going to make the SL a much sportier car, then what is the GT going to be? NO I6 models?? WTF?

M

 

[Ozy]

And if the SL is going to be all AMG models, I don't see the...

Pretty sure there will be non AMG SL versions, the list only contains AMG versions of the cars.

 

[TATE]

Rolf,
Could you give us the translated article from
JESM about the AMG models please?

 

[Deleted member 1071]

And if the SL is going to be all AMG models, I don't see the...

Yep-this does all appear more than a bit combobulated. This, paired with M-Bs' alleged future BEV offensive, is confusing. The folks in Untertürkheim are preaching a "clear, focused strategy". This indicates that they are not practicing it.

 

[TATE]

Sorry. JeSM article already translated in Mercedes new models.

 

[TATE]

Sorry. JeSM article already translated in Mercedes new mode...

future benzes. What's next

 

[Rolf]

Rolf,
Could you give us the translated article from
JESM...

Here we go my buddy!

Mercedes-AMG hybrid kit with up to 816 hp

The AMG EQ Power Hybrid modular system with up to 816 hp will start in summer 2021

AMG electrification will begin in the summer of 2021. Then Mercedes-AMG will begin rolling out the AMG EQ Power + Hybrid kit successively across many model series.

It can already be seen how much lard has flowed into the individual components. Many components of the AMG EQ Power + hybrid box are inspired by the Mercedes AMG W11 EQ Power +. While they still cause problems here and there in the AMG ONE (certification with an idle speed of 5,000 rpm for the Formula 1 V6 turbo), the EQ Power + hybrid modular system was inspired by the Formula 1 Mercede-AMG high-performance powertrains team in Brixworth leave, but then the large-scale know-how applied for a long shelf life.

The EQ Power + Hybrid kit consists of the following components:

• Combustion engine: 4-cylinder M139 and V8 BiTurbo M177
• AMG E-Turbo
• Integrated starter generator with 48 and 400 volts
• 9G-Tronic NAG3 transmission
• P3 plug-in hybrid module (electric motor on the rear axle gear)
• AMG performance battery in two sizes for purely electrical ranges from 30 to 60 km

AMG combustion engine:

The M139 2.0 liter 4-cylinder turbo from the well-known 45 models is used. In the C 63e 4matic + it will have a larger turbocharger in order to easily increase the performance of the pure combustion engine over the 422 hp.
In addition, the kit will also have the well-known M177 V8 BiTurbo with up to 639 hp

AMG E-Turbo - exhaust gas turbocharger with integrated electric motor:

In the C 63e 4matic +, the M139 4-cylinder is connected to a larger turbocharger for more boost pressure at higher speeds. This affects the engine's response behavior at low engine speeds, the so-called turbo lag. The 48 volt motor on the turbocharger axis now accelerates the compressor wheel at low engine speeds. The turbo lag no longer exists.

The highlight of this innovative supercharging: an approximately four centimeter narrow electric motor is integrated directly on the supercharger shaft, between the turbine wheel on the exhaust gas side and the compressor wheel on the fresh air side. This electronically controlled electric motor drives the compressor wheel before it takes over the exhaust gas flow. The electrification of the turbocharger significantly improves the response behavior directly from idle speed and over the entire speed range. The so-called turbo lag - the delayed response of a conventional one
Laders - is eliminated by the electric motor. The result: the combustion engine reacts even more spontaneously to accelerator pedal commands, and the overall driving experience is significantly more dynamic and agile. In addition, the electrification of the turbocharger enables a higher torque at low engine speeds, which also increases agility and optimizes acceleration from a standing start. Even if the driver releases the accelerator or brakes, the technology of the e-turbocharger is able to maintain the boost pressure at all times, so that a continuously direct response is guaranteed. This technology is known as MGU-H in the Mercedes F1 1.6 liter V6 Turbo.

The turbocharger creates speeds of up to 170,000 rpm, which enables a very high air throughput. It can be operated with a 48-volt electrical system. The charger, electric motor and power electronics are connected to the cooling circuit of the internal combustion engine in order to always create the best possible temperature environment.

AMG integrated starter generator

Mercedes will now continue to roll out the integrated starter generator across the engine portfolio. The second generation of the ISG was recently presented in the transmission bell of the 9G-Tronic (NAG3). It will be used with the new M254, OM654M (300d) and in the S-Class W223 with the OM656 R6 Diesel (350d and 400d). AMG also uses this 48 volt ISG. E.g. in the new C 43 AMG 4matic (W206) in combination with the M254. This will be the case with the entry-performance models. The top performance models will probably have a 400 volt ISG. The reason for this is that the current in the vehicle cannot be selected above 500 amperes. This would limit a 48 volt ISG to 32 hp. With a C 63e 4matic + with 4-cylinder, however, you have to rely on the battery always having enough power to achieve a system performance of approx. 522 hp at any time. If you cannot do this when braking via the recuperation on the P3-E motor on the rear axle, you will do this via an intelligent control system by means of load point shifting via the ISG. It then serves as a kind of generator. In other words, if the driver does not need the full power of the internal combustion engine because he is driving through a combination of curves, the ISG can deliver electrical current to the battery by shifting the load point. Since you have to generate energy here in a short time (e.g. up to the exit of the curve), you don't need a 48 volt, but a 400 volt ISG. Who can probably make around 41 hp. This interaction of E-Turbo (MGU-H) and ISG (MGU-K) is also known from the Mercedes-AMG Silver Arrow W11 EQ Power +. In addition to the pure hardware, the application to meaningful and effective operating modes is very important and also very complex. The P3 electric motor on the rear axle cannot perform this task of the 400 volt ISG, since it is not located directly on the engine.

he power from the engine is then transmitted to the front wheels and the rear axle via the well-known 9G-Tronic (NAG3). It is the fully variable 4matic + all-wheel drive. There will also be a drift mode (rear-wheel drive only).

AMG P3 plug-in hybrid electric motor

Currently very rare, is used, for example, in the Ferrari LaFerrari. Here the electric motor is not located between the internal combustion engine and the transmission, but behind the transmission, for example on the rear axle transmission.

The advantages for AMG are obvious. Electric driving is possible, e-machine with high speed and efficiency possible, compact design, favorable for high-performance applications because the e-motor sits behind the gearbox and therefore the maximum input torque of the gearbox does not limit the power of the electric motor. Recuperation performance more efficient, since there is no mechanical efficiency loss from the transmission, can be advantageous in the weight distribution in the vehicle (avoids excessive front load).

Two power levels of 136 and 204 HP are expected.

AMG performance battery:

Tobias Moers has already confirmed two key facts about the battery. It differs significantly from Zell-Chemie from the Mercedes-Benz EQ-Power plug-in hybrid batteries. It has to be significantly more compact and lighter. AMG not only wants to be top notch in terms of longitudinal dynamics, but also in terms of lateral dynamics. This means that the batteries have so-called power cells. You can quickly feed and discharge high power flows. You can achieve higher recuperation performance than with a Mercedes-Benz plug-in hybrid and deliver higher performance values to the electric motor. The current Mercedes-Benz models show just how limiting a battery can be. While the electric motor in the C and E-Class currently only produces 122 hp, the same electric motor in the GLE produces 136 hp. The power output of the plug-in hybrid battery from the C- and E-Class is the limiting factor here. AMG wants to significantly improve this. A high amount of energy is not in the foreground.One speaks of 2 batteries (depending on body shape and installation space) with an energy content of approx. 9 and a maximum of 20 kwh. This means that the purely electric range will be 30 to 60 km and thus significantly below the new Mercedes-Benz EQ models (250e family 70 km, GLE models 106 km, new S-Class over 100 km, the development manager of the S-Class (W223) has already done 118km ). Small, light models such as the C 63e 4matic + will probably reach almost 60 km. Company car drivers will therefore also enjoy the 0.5% monetary benefit.

The weight issues

AMG deliberately chose a small, compact, yet powerful battery. Ie the weight will not be as high as with a Mercedes EQ Power battery. However, depending on the battery configuration and electric motor, an additional weight of 200 to 250 kg must be expected. Can you compensate that somehow? Yes, in part. In the C 63e 4matic +, for example, a V8 M177 is switched to the M139 4-cylinder. This saves around 60 kg of weight on the front axle. Another 20 kg can be achieved by painting the 12 volt starter battery. The ISG can also start the engine using the 400 volt performance battery. A maximum of 80 kg weight reduction would be possible here if it weren't for the new 4matic + in the C 63. It also weighs 70 kg more than the previous C 63 AMG with pure rear-wheel drive.

Possible models from the start in summer 2021

• AMG GT 73e 4maitc + (4-door) X290, summer 2021
• S63e 4matic + AMG (W / V223) from the end of 2021
• C63e 4matic + AMG (W / S206) from early 2022
• SL 53e 4matic + & SL 73e 4matic + AMG from 2022
• AMG GT (new coupe from 2022) as 53e 4matic + and 73e 4matic +

Further models are expected in the new GLC (AMG variant from 2023) , the new E-Class (AMG variants from 2024) and the GLE facelift (2022).