The Mercedes Benz Petrol (DiesOtto) Engine.

This Mercedes Benz experimental engine has an in-line, four-cylinder configuration and displaces 1.8
litres. Its peak power is no less than 175 kW (235 hp), making its specific output 97 kW/L (130
bhp/L), and its peak torque is 400 Nm, (295 lb ft.) making its specific torque 220 Nm/L (162 lb ft./L).

It was first shown at the Frankfurt show in Sept. 2007 in an S-class and has been shown in USA later
that year in concept leisure vehicles. It was demonstrated in the CLK 500 ISG prototype.

The DiesOtto engine features the following new technologies:

1) Homogeneous Charge Compression Ignition (HCCI).

What was new in 2007, is that this engine changes over from a spark assisted low power operation
after warm up, to a part load, high cylinder BMEP compression ignition phase when at low rpm.
Given a sudden high power demand, it then changes back to lower CR to maximise full use of the
two-stage turbocharging without knocking as it increases power and torque up to the maximum
power turbocharging conditions without a spark. At this condition the compression ratio is similar to
a turbo'd diesel. The power state change is entirely automatic and controlled by the ECU. NOX and
CO2 levels and other air pollutants are reportedly extremely low for a petrol engine with a simple
catalyst system. By all accounts this is a difficult ignition process to control accurately.

2) Variable valve timing. VVT has been around but what is new is that this is integrated with the
different engine combustion conditions possible with the objective of higher overall on-the-road
power and efficiency. Like BMW's Vanos system it is continuously variable and not a bi-stable
operation system intended only to maximise the induction system characteristics.
3) Twin variable geometry inlet turbocharging is used. Using a single turbo, this is only currently used
to optimise power conditions on Porsche engines and involves very high temperature conditions at
turbine outlet and compressor inlet when necessary to increase power and efficiency. In this engine,
one turbocharger is used in a conventional fashion for the diesel mode. The other is also brought
into play for high power generation.

4) Variable compression ratio. What was new is use of an electronically controlled system which can
change the compression ratio from approx. 10:1 as in an Otto cycle, i.e high efficiency petrol engine
to the 14:1 or higher, of a turbo'd diesel engine which is required of a Compression Ignition engine
cycle. This is probably only possible because of very close tolerance manufacture of key engine sub-
systems as well as the different modes of the necessary engine vibration smoothing, balancing shaft
system. What are the outline details of these? See footnote 1below.

5) Direct fuel injection. What was new is it is reportedly jet ignition through cylinder head multi
ports from a chamber giving a much higher cylinder temperature and using less energy than multi-
spark arrangements such that fast homogeneous flame front conditions are created. This is key in F1
1.6 liter engines where high specific power output is required. The injection system has to operate at
high pressures of typically 30,000 psig and be very accurately controlled throughout the operating
range.

6) The engine also uses a starter-alternator to reduce fuel consumption. The starter-alternator
replaces the engine's flywheel, and allows the engine to be started instantaneously so that it can
simply stop when not needed, such as at traffic lights, and smoothly restart when needed. This is not
the same as VW's current use of this stop start tech which retains the flywheel and starter. It is
designed to integrate with a battery storage system and is a flat motor generator unit not much
thicker than a conventional flywheel, which drives the auto transmission. It utilises regenerative
braking to change the power battery system.

In low-demand conditions (low to medium engine speeds), the engine uses HCCI. In high-demand
conditions, it operates like a regular gasoline engine (using spark ignition of the fuel/air mixture) and
uses the full benefits of direct fuel injection, turbocharging and variable valve timing to maximize
efficiency.

It is reported to consume less than 6 L/100 km (47 mpg‑imp; 39 mpg‑US) when fitted to the S-Class
demonstration vehicle.

Questions Remaining.
1) Was this lost forever as an unit engine because of cost to produce, difficulties with HCCI or just
too few cylinders for the US luxury market, or other marketing or contractual reasons, for example,
contractual reasons with Chrysler, or patent reasons, etc.?

1
The Mazda Infinity is the first 4 cylinder "production ready" vehicle using Variable CR. It gives only an
indication of what MB may have decided not to develop in the DiesOtto engine.
See https://www.youtube.com/watch?v=A6H66xfEZC4.
Note they do not yet say which vehicle as of publishing this Dec 2018. However this engine introduces a cam
and linkage to raise or lower the con-rod effective height in the cylinder via an upper linkage running on the
crankshaft. it has a single turbo (on some sizes a supercharger) working between 8:1 and 14:1 CR (both high
for a petrol turbo'd unit), and although small in dimensions, it produces 268 bhp and 287 lbs ft torque. It does
not need a balancing shaft.
2) What technologies have subsequently been further developed and used from the experience
gained from this engine?

3) What if any were the major technical problems in design and manufacture of this engine?

4) What compression ratios were used or lowest and highest CR attainable. How did the contra-
piston mechanism work and how locked in place.

5) At what revs and what CR's were each of the specific characteristics of the engine's output,
maximum BHP/L, Max T/L, SFC, ? At high CR's how was the onset of knock conditions
monitored/prevented?

6) How did the induction system work? Did the first turbocharger deliver charge continuously and
what low high pressure(s) was it set to deliver?
Similarly did the second turbo deliver only at certain flow/pressure conditions and if so what were
they?

7) Who produced the engine ECU and what are the features which were different from a current
ECU?