Diesotto technology by Mercedes

The Mercedes-Benz DiesOtto is an innovative{and still in testing phase} automobile engine that, though runs on gasoline, gives you the benefit of a diesel motor. In other words, combining the torque of a diesel engine with the high revs and NVH of a gasoline motor. The company is highly optimistic, calling it “the future of the gasoline engine.”

The DiesOtto name sparks from a combination of Diesel and Otto, mentioning the noteworthy Diesel engine, brought into picture by an enthusiast German engineer named Rudolf Diesel, and the familiar Otto cycle, which is a tribute to Nicolaus Otto (It is widely said that Nicolaus Otto and Alphonse Beau de Rochas actually made the first gasoline engine).

The DiesOtto is made up of the following components:

Variable valve timing;

Twin variable geometry turbocharging;

Direct fuel injection.

Homogeneous charge compression ignition (HCCI);

and last but not the least 5} variable compression ratio;

It uses a high frictionless starter-alternator and this reduces the fuel consumption. This system replaces the engine’s traditional flywheel system and thus allowing the engine to be start in a moment and this stops when not required, such as the ubiquitous traffic lights, and then smoothly start again when needed.

In certain low-load conditions (that is low and medium engine Rpm), this innovative engine prefers the HCCI mode. In a high-demand situation, like high speeds and higher gears in lower RPM, the engine functions like our regular gasoline engine (sparking the air/fuel mixture) and benefits from the regular variable valve timing and turbocharging to maximize efficiency, direct fuel injection and it will be used in tandem with a hybrid generator module. At the core lies the controlled automatic ignition and to name a few, a high efficient combustion process similar to that of a diesel machine.

Different modes of compression ratios are required for these two, made possible svia a concept akin to that of an innovative Lanchester shaft, where the engine also features the variable geometry compression ratio.

During cold starts and on full engine load, the air-fuel mixture is lighted by the spark emitting plug, as in the norm in a conventional spark-ignition engine producing homogeneous combustion. The controlled auto ignition to which the DiesOtto automatically reverts within its working cycle occurs under partial load conditions which corresponds to low and medium engine speeds. The end result is the very low nitrogen oxide emissions of simultaneous combustion at low osmosis rivalling temperatures. The next step for emissions control in the technologically advanced DiesOtto engine is by means of an extraordinary three-way Palladium coated catalytic converter. A very highly efficient and effective Engine Control unit{ECU} and management system have also been utilized to join efforts of the individual systems into a final drive chain concept.

If reports are to be believed, the engine consumes less than 6 litres/100 km and that translates to (49 mpg for the European market and 40 mpg- for US market ) when in the chambers of the engine. However, it is unknown as to in what conditions this mileage is achieved.Nonetheless, these amazing figures for the S-class are only surpassed by the smallest of the 1.2 litre diesel engines ever built or plonked into cars in Europe, and in car weighing two or three tonnes less than the S-Class.

The teasing and subsequent demonstration vehicles were the Mercedes-Benz- S class which was based on the SL long-wheel, added with the 19 bhp (14 kW) motor which was electric in nature to mask the transition{and it definitely works} between conventional spark to electric compression power. This same engine was used in the Mercedes-Benz F700 concept car and this was shown at the 2007 coveted Frankfurt motor display.

Optimisation of the internal combustion mechanism is one of the milestone that is on the minds of Mercedes-Benz boffins for technological breakthrough.

The powerful and economical BLUETEC diesel engine diesel was available in the States from 2006 and would be available in Europe by start of Christmas this year.

Lest we forget, E 300 BLUETEC is by far the most cleanest diesel in its class by a distance, and will meet the requirements of the EU5 exhaust emission standards and may be more.

Putting a four-cylinder into an S-Class might spell a doom, but Mercedes has already decided to take that plunge with the S250 CDI diesel. That car features a 2.2-liter diesel engine rated at 204 horsepower and 369 Nm of torque. It’s capable of hauling the huge sedan up to 62 mph in 8.2 seconds and on to a top speed of 150 mph.

Quotes Prof. Dr. Herbert Wanford Kohler and he is Head of Research Group & Engineering of Vehicle and Powertrain.”The next goal is to make the gasoline engine as far as torquey and economical as a diesel so as to bridge the gap between these two.In part, also to reduce the US fixation with gasoline engines. All this theoretical concepts can be transformed into reality by our DiesOtto concept, that brings together the traditional strengths of the gasoline and diesel engine and necessarily eliminates their weakness”

Mercedes haven’t given a solid timeline for the arrival of the DiesOtto in production as yet, but when it does come, it’ll start off in the flagship S-Class as all other Benz based technologies.