Mercedes c55 amg motor: Benz drops its 362-hp V8 into a C-Class to make the C55 AMG
Benz drops its 362-hp V8 into a C-Class to make the C55 AMG
A FEW YEARS BACK, WE THOUGHT A supercharged 3.2-liter, V6-powered Mercedes-Benz C32 AMG was the best thing short of a BMW M3.
Mercedes engineers even argued their midsize rocket was the better of the two, considering it provided a more hospitable environment for everyday driving. And for driving that ventured beyond everyday, the C32 offered nearly the same torque as the V8-powered S-Class, in a much lighter-weight, sportier package.
So why mess with success? Why bother with a V8? Because in the performance arena, those who remain the same get left in the dust. In that spirit, in late July Mercedes will introduce the C55 AMG, powered by a 362-hp, 376-lb-ft 5.5-liter V8. Gone is the need to supercharge, along with any associated lack of refinement and belt-driven accessory whine. In the course of adding the bigger engine, the C55 AMG picks up just 65 pounds (making a 3605-pound total) vs. the 2004 C32 AMG, balanced against a 13-hp improvement in power and a 44-lb-ft increase in torque to 376 at 4000 rpm.
Toss in Mercedes’ five-speed automatic gearbox with steering wheel-mounted shift buttons (yes!), AMG exterior trim, 18-inch wheels, AMG-specific leather seats and four-gauge instrument cluster, and the whole package almost screams “screamer.”
Here is where the jury is out, however—at least until we can get one of these V8-engined monsters on the track. According to Mercedes estimates, the C55 AMG should post 5.2-second 0-to-60-mph times, fully three-tenths of a second slower than the model it replaces (but identical to the actual numbers we observed in testing a C32 AMG in 2002). We’re assured Mercedes’ estimates, especially those generated at its headquarters in Stuttgart, are notoriously conservative. We’ll see.
For now we will have to be content in the knowledge that this car feels very responsive, powerful, refined—and very quick. Nudge the accelerator and—thanks to Mercedes’ proven sequential multi-point fuel injection, electronic throttle control and two-stage intake manifold—engine response is immediate, with a deep V8 rumble resonating from the dual chrome exhaust outlets as the engine rapidly builds toward its 5750-rpm limit.
This is one of those cars that, just when you think you’ve felt its power, you discover there is still more travel in the accelerator pedal.
Performance tires on 18-inch wheels may have a lot to do with the steering response and direct road feel, but the bigger reason is that the AMG model gets a completely different front body structure from the everyday C-Class. Borrowing from the CLK55 AMG, Mercedes engineers built in an extra-firm suspension with new springs, dampers and mounts, a 7 percent more direct steering ratio, a wider front track and a beefier braking system to give the C32 a distinctly more responsive feel. Bottom line: There is no denying the car feels glued to the road with clear and definite feedback from street level back to the leather-wrapped steering wheel rim.
It is the kind of direct response that dares you to flip off the nanny controls, step into the throttle and learn to appreciate the predictable oversteer that is easily managed from the Nappa leather-lined cockpit.
And despite all the attention to extras, the C55 remains understated and elegant, able to blend into traffic without drawing any more attention to itself than the driver demands.
Meanwhile, as part of the overall C-Class updates for 2005, sedans and wagons get luxury styling, while sport sedans come with AMG body trim from the 2004 C32 AMG, and sport coupes get more aggressive body styling and a perforated grille treatment. Interiors also receive substantial upgrades. C-Class models for 2005 go on sale in early May, starting at $27,000 for luxury models and $30,000 for sport models.
Mercedes-Benz C55 AMG at Performance Car of the Year 2005: Classic MOTOR
25 Nov 2017, 05:04 am
Gallery1
You really never can tell how this Performance Car of the Year hootenanny is going to pan out.
This article was first published in MOTOR magazine’s March 2005 issue.
And the process of finding the top six this year proves that much.
Okay, so most of the top six suggested themselves from the off, but, inevitably, a couple of cars snuck in that really caught us off guard. Most notable of those is the C55 Benz.
By the time the raw numbers were added up, the little car with the big, big heart actually finished fifth. With judges’ votes counted, however, it had clawed its way up to fourth outright, a hell of an effort. So exactly how did a mini-luxo like the C55 manage to stomp all over so many big reputations?
Let’s be honest, on the racetrack, the AMG was not the happiest of campers. The auto gearbox that doesn’t let you choose your own gears (despite what the owner’s manual would have you believe) is pants. The ESP can’t be entirely switched off and remains a bit old school by being too invasive for our liking.
Throw in the suspension tune that is aimed at fat blokes with big wallets rather than tappet-heads like us, and you can see why the wee Merc wasn’t really at home in the hairpins. But on the road… different story.
Suddenly the spring and damper settings make sense and the way the AMG dispatches broken bitumen and lumpy corners makes for mad, mad fun of the rapid progress variety. And the car never, ever lets you forget that there’s a monster wedge of AMG-massaged V8 up front, always willing and always able to hurl you at the future Hand-o-God style.
Hell, you could even live with the gearbox provided you never took it on a track (and let’s be honest, how many owners will?). And that’s the point: While PCOTY is always going to feature a racetrack somewhere in its make-up, a car that is brilliant on the road can stay in the hunt even if it lacks the track-day smarts of some of the other contenders.
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Just as we forgive the EVO and the STi for riding like drays on the basis that they can take apart a place like Winton, so do we cut the AMG some slack by dint of its wonderful on-road demeanour. Meantime, the C55 is also a proper four-seater with four doors, no less, and could make a decent fist of towing a boat or dragging four big arses up the freeway.
And, in a way, that’s something that’s always characterised AMG versions of Benzes. They might not be out and out road racers, but if you could only own one car, they’d be somewhere near the top of the list. Oh, and don’t be too put off by the price: It’s pricey for a C-Class, but damn cheap for a 5.4-litre AMG.
Sledge Hammers
In Benz speak, not all 55s are created equal. On the face of it, the C55’s power is at least adequate. That is, until you look at its 55 brethren and their hitting power. The E55 has 80 more kilowatts, the SL another 18 again. They both have 700Nm.
Both cars run the same engine (the SL uses a freer exhaust), except supercharged, and it propelled them into the 12s for the quarter, deep into the fours for the 100km/h sprint and into the low 23s for the kilometre. The C55 is also slower in a straight line next to its spiritual predecessor, the C32.
The older car ran about 0.5 seconds faster in every increment. For all that, the C55 chassis tips the balance back in the favour of the atmo version of the 5.
4 on lap times. It’s two seconds a lap faster than the C32 and a marginal 0.01 slower than the big-hitting E55. But the sexy, crunching SL55 is just too quick, by about 2.5 seconds.
Mercedes Benz C55 AMG Specs:
Drive: rear-wheel
Engine: front-mounted 5.4-litre SOHC 24-valve V8
Power: 270kW @ 5750rpm
Torque: 510Nm @ 4000rpm
Weight: 1635kg
Transmission: five-speed auto
Length/width/height: 4611/1744/1412mm
Fuel Economy: 19.1 litres/100km (70L tank)
Price: $159,900
Performance
0-100km/h: 6.18sec
0-400m: 14.25 @ 168.4km/h
0-1000m: 25.29 @ 220.1km/h
Winton lap time: 1:43.67
Winton top speed: 175km/h
David Morley
Journalist
M113 Mercedes-Benz engine: description of technical features
The representative of the eight-cylinder family of engines appeared in 1998.
He came out as a replacement for the M119. There were several modifications of the M113 engine, the largest in terms of working volume was a 5.4-liter unit. Engines of 4.3 and 5 liters are also known.
Contents
- Description
- Specifications M113 E50
- Modifications
- Tuning
series motor faults
Description
Huge 5.5-liter M113
The designers managed to create an unusually light and compact engine. They immediately replaced the obsolete and excessively heavy M119. The new engine was a continuation of the famous M112 series, in which the engines had 3 valves per cylinder, and not 4 or 2 (as usual). However, the number of cylinders was increased on the M113 compared to the M112. Now there are 8 of them. If it weren’t for the unique compactness of the unit, which was obtained due to correct engineering calculations, the eights would take up a lot of space, and, probably, were put only on large SUVs.
The area of one of the three valves of the M112/M113 engines has been reduced by as much as 30 percent. This is two times less than the total area of the two exhaust valves of old-style engines. And besides, the valve stem is filled with sodium, which makes it also light.
Of course, the change in the design of the engine led to other advantages. So, the newly made valve on a cold engine takes less heat, which makes it possible for the unit to warm up faster. It is noteworthy that despite the reduced area of the exhaust valve, this does not affect performance in any way, since the exhaust of gases occurs faster than the intake of fuel.
The exhaust manifold is specially made with double walls and no seams. Such a part can be obtained by injection molding. This makes the collector more durable and lighter.
On this internal combustion engine, fuel combustion occurs many times faster, since two cylinder candles are used instead of one.
This allows you to create two flame fronts at the same time, thereby increasing the efficiency. In one period of time, much more gasoline is burned than before. 2 spark plugs instead of one on the cylinder is a quick response, the sequence and speed of which depends on the load on the engine and acceleration. After the next combustion phase, these sequences change due to the jewelry control of the process. By the way, this is what makes it possible to test the condition of the combustion chambers, reducing the noise of the engine without compromising traction. Along with all this, the new installation system allows it to feed on lean mixtures without loss of power.
Other features.
- The cylinder block has very strong and at the same time light liners. They are made of an alloy of aluminum and silicon, have a low coefficient of friction. Such sleeves simultaneously increase the rigidity of the entire BC. The elements are supplied by the well-known not only in Germany, but throughout the world, Mahle company.
It was they who came up with the idea of placing the sleeve in a solution rich in acids so that the aluminum partially comes out, leaving a layer of durable silicon on the surface. The disadvantage of such a block of cylinders is its non-repairability, although the liners themselves can be replaced. - The crankshaft used is steel, forged. The connecting rods are forged from solid sheet metal and molded under pressure. Thus, the parts are the most durable. Such innovations have reduced internal tensions in engine parts by 45 percent.
- aluminum cylinder head, one hollow camshaft is provided for each of the heads. It is powered by a double chain.
- The timing system is still used.
- Thermal valve clearances are adjusted automatically via hydraulic tappets.
- Variable length intake manifold.
- Timing drive – a metal chain capable of walking 200 thousand km or more.
- The Bosch Motronic 2.8 control unit is responsible for fuel injection.
It was they who came up with the idea of placing the sleeve in a solution rich in acids so that the aluminum partially comes out, leaving a layer of durable silicon on the surface. The disadvantage of such a block of cylinders is its non-repairability, although the liners themselves can be replaced.
M113 cylinder block
Mercedes cars were equipped with this unit until 2007. It was then superseded by the new and modern 5.5 liter M273. However, he continued his story, although as the flagship of the already Korean automaker Ssang Yong Aktion.
Specifications M113 E50
| Production | Stuttgart-Bad Cannstatt Plant |
| Engine brand | M113 |
| Model years | 1998-2011 |
| Cylinder block material | aluminum |
| Power system | injector |
| Type | V-shaped |
| Number of cylinders | 8 |
| Valves per cylinder | 3 |
| Stroke mm | 84 |
| Bore, mm | 97 |
| Compression ratio | 10 |
| Engine displacement, cc | 4966 |
| Engine power, hp/rpm | 292/5600, 296/5600, 306/5600 |
| Torque Nm/rpm | 440/2700, 456/2800, 460/2700 |
| Fuel | 95 |
| Environmental regulations | Euro 4 |
| Fuel consumption, l/100 km (for S500 W220) | 01/25/1900 |
| Oil consumption, g/1000 km | up to 800 |
| Engine oil | 0W-30, 0W-40, 5W-30, 5W-40, 5W-50, 10W-40, 10W-50, 15W-40, 15W-50 |
| How much oil is in the engine, l | 8. 0 |
| When replacing pour, l | ~7.5 |
| Oil change in progress, km | 7000-10000 |
| Engine operating temperature, deg. | ~90 |
| Engine life, thousand km | 300+ |
| Tuning, HP | 500+ |
| Engine installed | Mercedes-Benz CL-Class, Mercedes-Benz CLK-Class, Mercedes-Benz CLS-Class, Mercedes-Benz E-Class, Mercedes-Benz G-Class (Geländewagen), Mercedes-Benz M- Class / GLE-Class, Mercedes-Benz S-Class, Mercedes-Benz SL-Class, Mercedes-Benz R 500 W251; SsangYong Chairman W |
Malfunctions of
series motors
There are 2 typical malfunctions.
- Oil leaks and increased oil consumption.
- Strong vibrations and knocks.
The causes of oil consumption should be sought in the contamination of the crankcase ventilation system. This immediately leads to an increase in lubricant consumption.
In this case, the lubricant leaks through the ventilation system, so urgent measures must be taken – to clean the channels. It is also possible that the oil filter housing is worn. And over time, valve covers can also be damaged, which also leads to oil consumption.
The cause of the second malfunction is the destruction of the crankshaft pulley. Despite the fact that it is protected by a rubber boot, the latter shrinks during operation and the metal pulley is damaged.
Modifications
This motor had the following modifications.
| Name | Power, l. With. rpm | Other |
|---|---|---|
| Engine M113 E43 | 279 at 5750 | Torque – 400 Nm at 3000-4400 rpm. The version modified by AMG specialists, which was installed on the C43 W202 model, developed 302 hp. and 409Nm of torque. Installed on car models: CLK430 W208, ML430 W163, S430 W220, E430 W210. |
| Engine M113 E50 | 306 at 5600 | Torque – 460 Nm at 2700-4250 rpm. Installed on models: E500 W211, CL500 C215, CLK500 W209, S500 W220, G500, SL500 R230, CLS500 W219, ML500 W163 W164. |
| Engine M113 E55 | 342-367 at 5500 | Torque – 510-530 Nm at 2800-5400 rpm. Installed on models: CL55 AMG C215, E55 AMG W210, ML55 AMG W163, SLK55 AMG R171, S55 AMG W220, G55 AMG, C55 AMG W203. |
Another engine called the M113 ML55 has been upgraded and equipped with a turbine. This made it possible to increase the power of the unit several times – up to 510 hp. With.
A below are modifications of version M113 E50.
| M113.960 (1998 – 2006) | 306 hp version at 5600 rpm, torque 460 Nm at 2700 rpm. Installed on Mercedes-Benz СL 500 С215 and S 500 W220. |
| M113.961 (1998 – 2001) | Analog M 113.960 for Mercedes-Benz SL 500 W129. |
| M113.962 (1999-2007) | 296 hp version at 5600 rpm, torque 456 Nm at 2800 rpm. Installed on Mercedes-Benz G 500 W463. |
| M113.963 (2001-2006) | Analog M 113.960 for Mercedes-Benz SL 500 R230. |
| M113.964 (2001-2007) | 292 hp version at 5600 rpm, torque 440 Nm at 2700 rpm. Installed on Mercedes-Benz ML 500 W163 and ML 500 W164. |
| M113.966 (2002-2005) | Analog M 113.960 for Mercedes-Benz S 500 4Matic W220. |
| M113.967 (2003-2006) | Analog M 113.960 for Mercedes-Benz E 500 W211 and CLS 500 C219. |
| M113.968 (2002-2006) | Analog M 113.960 for Mercedes-Benz CLK 500 C209. |
| M113.969 (2003-2006) | Analog M 113.960 for Mercedes-Benz E 500 4Matic W211. |
| M113.971 (2006-2007) | Analog M 113.960 for Mercedes-Benz R 500 W639. |
Tuning
Mercedes engine of the new series
An increase in the power of the M113 engine is possible, and it is desirable to carry out a swap.
In other words, you just need to buy a turbocharged 5.5-liter M113 and replace the old engine with it. It’s much easier to do and cheaper.
There is another option, but more complicated. It involves the installation of a compressor. Today, the market is teeming with different models of compressor kits, and one of them can easily fit in this case. The main thing is that the pressure does not exceed 0.5 bar, otherwise the standard piston will not withstand such boost. As for the increase in power, the engine will start to produce up to 450 hp. With.
It makes no sense to upgrade the aspirated with sports camshafts and a new manifold, since this is unlikely to increase power. But the costs will be significant.
| Swede-11 | A lot of information that he is reliable, almost one of the best Mercedes engines. I would like to know what problems these engines have (of course I read it on the net, but everything is somehow superficial there), and more information from the owners. How many people go, how problematic and expensive are service staff?, on the forum, in fact, on m113 specific information is very good. little, mostly talking about 137 and 275 ….. I’m interested in the usual (not compressor). Interesting SPECIFIC experience. Characters like “my friend had and he …..” pass by. |
| Luxarp | I have a diesel uniform knock on 113, only at idle and only when warmed up. No one can really say what it could be. I re-read a bunch of topics where people with this engine have the same problem and neither the capital, nor the replacement of the chain, etc. has helped anyone yet. Moreover, it can knock tens of thousands of kilometers without any sad results. |
| Ashai | I have a 4.3 engine. Yes, he eats oil. About 700 gr per 1000 when rolled. Haven’t tried to ride. But in general, it seems to me that the point is not that all 113 guzzle oil, namely my ushatanny. Smokes after idle. Msk wanted to change – but Lesha said that this would not have an effect. In addition, there is a slight smack somewhere in the left head – some say that this is a chain. But for 3 years of daily driving, I did nothing with the motor. Not spark plugs, not coils. I changed some gaskets, I don’t remember already … And a lambda – but this is not a motor. I drive on gas, gas consumption is 17-18 in the city. If I didn’t eat oil (Lukoil), then I would say that this is an ideal engine. |
| Van Gogh | I ate a liter for 700 km, smoked in traffic jams, changed Moscow time (they were just wooden) and the smoke disappeared altogether, I stopped eating oil, I drove only 500 km so far, but the level shows that the changes are serious. Although I, too, all said kapitalka. They asked for 40tr for a replacement, I did it myself in a couple of days. |
| Sanyok | And I tried to change mine 2 times. The first time they took off the lid and they say – they are soft and beautiful, they recently changed their campaign. Okay, I say close. The second time a person who only makes Mercedes said that he somehow changed 50 cars in a month with this problem. Helps says 100 – 200 grams maximum. Well, I did not dare again …))) |
| Yemeren | 1l per 1000. sentenced dampers. ran 40kkm nothing changed. flattery in the motor there is no desire. will do better or worse. there is no point. |
| Andrey 45 | When I bought it, it didn’t smoke. Changed the oil brutally smoked, especially in traffic jams. Apparently the additive is sold flooded. Changed valve stem seals and crankcase ventilation tubes with cleaning. The smoke is gone. Oil consumption dropped from 1.5L to 1/1000. The engine began to spit. Changed almost all gaskets. Sweating somewhere. Oil consumption dropped to 0.5l. With a quiet ride, almost does not eat. But it’s almost impossible to drive like that. Be sure to change the oil filter cup gaskets. Not only were the oak ones so boldly asked for. Cheaper to take from SangYang. Times in 4! Available in Russia. We have it on order. 3 months. |
| Grish | But on the contrary, I dream about 275. It is clear – flutes, etc. – but he is going. |
| Snoopy | Only cleaned the crankcase holes. No knocking, no noise, no oil guzzled at all. Generally, zero problems. The car (E500) was sold on a run of 126000. |
| Bird | contract engine from Japan with mileage 125t.km at the moment. It doesn’t knock, it doesn’t make noise, the oil doesn’t eat VAAPSHCH, I fill in Motul with MB approval, change every 5-6 t.km, the leg is very heavy, beskat, exhaust, new coils, forces are spilled, the egr is muffled – euro2 firmware, all rubber bands are changed. The motor runs perfectly smoothly as is possible for the M113, I mean shaking at idle. Did decarbonization for prevention |
| Fomka | Yes, it goes, considering that I changed all the gaskets, candles, 2 coils of a new sample, a new sample switch, a heat exchanger, a pump, in general, everything that the owners are so afraid of (by the way, when replacing the heat exchanger, they completely examined the cylinders on the subject of scoring and everything else, everything is OK (exclusively infa for the gentle Papiton) 205000 km), and only after that I began to think about replacing, more due to the delivery of spare parts. I understand that in Russia (Moscow) everything is always there, but in Belarus (Minsk) this is a huge problem. To make it clear, I’m waiting for the original candles for 2 weeks, the left coil for a month, the right coil for 3 months!, the fastest delivery was a week (right cylinder head gasket) and this despite the fact that I have 100% prepayment !! As a rule, everything happens suddenly and suddenly, I use the car and need it every day, so such downtime is killing me and extremely let me down. From 113, the picture is just the opposite, everything is always available, and if there is no original, you can temporarily switch over to an analogue. Well, as far as rides or not, I think in the city 60l.s. not such a big difference, at least I’m not a pilot and 306hp. I will have enough. |
| Vova | By the way, when replacing what exactly needs to be changed additionally? 1. The engine itself 2. Cooling pump 3. Generator 4. Fan and radiator I think it remains the same? 5. Engine control unit 6. Gearbox? 7. Subframe? 8. Wiring (lots?) 9. A/C compressor? What else? maybe SAMA or what thread blocks-modules??? |
| Randemir | V6_3.2, I don’t remember exactly whether $ 50 or $ 100 a year for my 6.0 when the obligatory tech. inspection pass crying, well, that’s all for now…. |
In this video, the Mercedes C55 AMG station wagon accelerates to 410 km/h
A video has appeared on a foreign YouTube channel, which shows a rather fast ride in the performance of an old Mercedes C55 AMG station wagon. The car was able to accelerate to a speed of 410 km / h.
For the W203 generation Mercedes-Benz C-Class, in 2005 a more powerful version from the AMG sports division was introduced. This was an opportunity for Merc to use the new 5.4-liter naturally aspirated V8 engine, an evolution of the eight-cylinder powerplant used in the old E-Class.
youtube.com/embed/UxRLcef6h5Y” title=”Mercedes C55 AMG – TOP SPEED POV on AUTOBAHN [NO SPEED LIMIT]” frameborder=”0″ allow=”accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share” allowfullscreen=””>
In the C55 AMG, the V8 engine developed 362 horsepower and 510 Nm of torque, which was respectable at the time and in its class.
This power has been sent to the wheels via an AMG Speedshift five-speed automatic transmission. Performance figures were then impressive, allowing the C55 AMG to accelerate from zero to 100 km/h in 4.7 seconds. Top speed was electronically limited to 250 km/h.
From 2024, Mercedes electric cars will no longer be called EQ
In this top speed video courtesy of blogger AutoTopNL, the C55 AMG shows everything it can do. The day was obviously cold, but the German station wagon looked very impressive. In fact, he reached the factory top speed when the GPS read 250 km/h in one of his many top speed attempts.
However, it turns out that this car can do more – after all, its electronic top speed limiter has already been removed. According to the owner of the C55 AMG Wagon, it was fitted with a set of winter tires designed only for speeds up to 240 km/h. The owner claimed that he could reach speeds of 290 km / h on summer tires.
Not so long ago, our publication wrote that a man without hands drove a BMW to 231 km/h and set a Guinness world record. Representatives of the Guinness Book of Records have registered a new world record – a man without hands dispersed a BMW to a speed of 231 km / h. The driver of a BMW car, Mr. Ostalowski, believes that the impossible does not exist and that it exists only in the mind. 9
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