The Engine DC Needs to Offer in the 1500

[rbattelle]

The Mercedes 3. 2L I6 turbodiesel. It's on Ward's 10-best engines list for 2005. Here's what they had to say about it:

DaimlerChrysler AG Mercedes 3. 2L DOHC I-6 CDI



What's not to like about an advanced-technology turbocharged inline 6-cyl. diesel that, compared with a same-size gasoline V-6 in a midsize luxury sedan, punches the car from 0-to-60 mph (97 km/h) a half-second quicker - and deals out more than 30% better fuel economy?



What's not to like, indeed, about DaimlerChrysler's spectacular Mercedes CDI 3. 2L I-6 turbodiesel, the latest generation of Mercedes diesels that now incorporates direct injection and common-rail fueling to generate, in the Mercedes E320 CDI midsize luxury sedan, the same highway fuel economy - 37 mpg - as a 4-cyl. /manual-transmission Honda Civic, and more torque than Ford's new 4. 6L SOHC V-8 in the Mustang GT?



The 3. 2L CDI turbodiesel's tectonic-plate shifting 369 lb. -ft. (500 Nm) of torque hammers more comparable engines than just the Mustang V-8, and comes close to the 390 lb. -ft. of Chrysler's almighty 5. 7L Hemi V-8, an engine almost twice the CDI's size.



Meanwhile, check out the Mercedes E320 CDI's city/highway Environmental Protection Agency fuel economy ratings of 27/37 mpg (8. 7 L and 6. 4 L/100 km) against the gasoline E320's 20/28 mpg (11. 8 L and 8. 4 L/100 km).



"Totally thrilling performance," says one 10 Best Engines judge of the 3. 2L CDI I-6's thunderous torque. "There's no question this is better than any comparable-size gasoline engine. " Mercedes quotes a startling 6. 6-second 0-to-60 mph (96 km/h) time for the E-Class powered by this thrust-monster, and even by today's performance standards, that's not exactly sitting around.



Forget all you remember about diesel noise, vibration and harshness, too. At idle, you'd better have an ear on the hood to hear anything: The 3. 2L CDI "clatters" to the tune of 44 decibels, just 2 dbA louder than the gasoline V-6. At full throttle, the E320 CDI is 4 dbA quieter. Yes, quieter. That's tribute both to the noise-reduction engineering for the engine itself and to the fine encapsulation package that keeps radiated noise to a minimum.



Somebody besides the Ward's 10 Best Engines jury got the word. Mercedes blew through the 3,000 E-Class sedans with the 3. 2L CDI turbodiesel it planned to sell between the April launch and the end of '04, and quickly ordered another 1,000 to squelch the clamor. The company won't offer sales projections for '05.



Finally, the 3. 2L CDI turbodiesel is a you-gotta-be-kidding bargain: just $595 more than the same car with a gasoline V-6. Can you say "no-brainer?"



So surf the awesome torque wave, dude, get wicked fuel economy and join the really tuned-in "save the earth" crowd that understands new-age diesel is a good thing. Mercedes' 3. 2L CDI is an engine enthusiasts and environmentalists can embrace with equal pride.



Engine type: 3. 2L DOHC I-6 turbodiesel



Displacement (cc): 3,222



Block/head material: iron/aluminum



Bore x stroke (mm): 88 x 88. 3



Horsepower (SAE net): 201 @ 4,200 rpm



Torque: 369 lb. -ft. (500 Nm) @ 1,800-2,600 rpm



Specific output: 63 hp/L



Compression ratio: 18:1



Application tested: E320 CDI



Fuel economy for tested vehicle (EPA city/highway mpg): 27/37



Give Me Diesel or Give Me Death!



Like a child at Christmas, I could hardly wait to get my hands on the Mercedes E320 CDI.



Imagine: a fine German luxury automobile combined with the brute power of a 3. 2L I-6 turbodiesel, all right here in the land of red and blue states.



As the key turned, I was rewarded with the sweetest of sounds: a very low rumble coming from the engine bay I only could liken to the purring of a conventional gasoline engine.



I stomped on the gas, and the grin on my face became a permanent fixture. The smashing torque peak of 369 lb. -ft. (500 Nm) arrives by just 1,800 rpm, pulling this 3,835-lb. (1,740-kg) sedan along at a clip that would put any V-8 to shame. Best of all, it sipped fuel at an Environmental Protection Agency rating of 37 mpg (6. 4 L/100 k) highway and 27 mpg (8. 7 L/100 km) city.



Having covered the European auto industry for the past three years at Ward's, it is great to know Americans finally can experience the beauty of premium diesels that have devoured market share across the pond.

 

[MBreyer]

That ain't the sort of thing to read before I go to bed!

LOL



~Matt

 

[Tinman]

That would be cool, but I'd rather see a B3. 9 in a 1/2 ton. I'll take a Cummins over a MB any day

 

[Dieselnut59]

That 3. 2L is a sweet engine. My mother and I test drove one and she is seriously considering it next year to replace her 2001 BMW 325i which replaced her 1987 Mercedes 300 SDL. I would love to see that engine offered in other vehicles too. Jeep Grand Cherokee would be a great start, in addition to the 1500's.

 

[rbattelle]

That would be cool, but I'd rather see a B3. 9 in a 1/2 ton. I'll take a Cummins over a MB any day

Me too, but any diesel is preferable in my book. I suggested it because it's already in the DC parts bin.



-Ryan

 

[Tom Trujillo]

Thats much to simple and obvious, but, Chrysler will spent the next ten years thinking about it.



Even today, other than the CTD, the only Diesel in the Chrysler line up is in the little Jeep and according to the dealer maybe next year in the top of the line Grand Cherokee (an at a premium price for the engine package). Gee, spend big bucks to save a few cents of gas. Way to go. Energy conservation for the masses.



In the mean time, the Japanese car manufactuers are cleaning our clocks with hybrids, something Chrysler is just thinking about, Ford is toying with, and GM, well, its GM (I think they are still looking up hybrid in the dictionary. )



Sorry to vent, but I have come to really get annoyed with US auto manufacturers. You would think that with all that diesel exprience in Europe and elsewhere, that so many years after acquiring Chrysler, Diamler would be flooding the market fuel efficient diesel Chryslers.



Tom

 

[DarkRAM]

I'd have to say that the I6 3. 2 CDI is a great motor for the CAR. But a dodge truck should have a CUMMINS! (even if it is a 1/2 ton) I have no doubt that this engine is a workhorse like the MB I5 cyl diesels of the late 70's-mid 80's as it has been in service overseas since 1999. But unfortunatly, it won't be around (at leaset in an MB) after 2006, And I wouldn't but its replacement in a sprinter. Its a V6 Although AFTER setting a few world records



http://www.germancarfans.com/news.cfm/newsid/2050502.003



It did the following:



Stuttgart/Tallahassee, May 20, 2005



Having established their much-publicised diesel world records, the three standard Mercedes-Benz E 320 CDI models have continued to make headlines. Following their 30-day, non-stop trial on a five-mile oval circuit in Laredo, Texas, the saloons achieved a new record during a fuel consumption test drive to Tallahassee, Florida, which was certificated by the USAC**. Without stopping to refuel each of the unmodified CDI models covered a distance of 1039 miles (1672 km), which corresponds to a fuel consumption of 4. 75 litres per 100 kilometres. That's 49. 9 MPG!!!

 

[JHerr]

That 3. 2 CDI goes like stink! I think that the engine would be fine for a 1/2 ton pickup. I get in line for one if it was available.



My father's E320 CDI is an absolute hoot to drive and delivers great mileage. DarkRAM is correct in that a V6 diesel will be replacing the I-6 that is in my father's car.

 

[RGardner]

I can't understand why DC is not try to market more diesels! The general public needs to be educated as to the merits of a good diesel engine in a car or small truck. I had a Mazda 626 with a diesel engine in the early 80's. It was nonturboed but it did get great gas mileage. Ford put the same engine in a Ranger. A local guy has one that is still going. The body of the truck is about gone but the engine just keeps going and going and going!

 

[Coolslice]

Sweet engine. .



Too bad we'll never see it or anything like it for several years, if ever. It just doesn't make sense to me to listen to the government and automakers talk about saving fuel, but then all they want to offer us are Hemi's and V6's that have a drinking problem. . Hybrids are a joke.



It's too bad to know that engines like that are out there, and more importantly the technology to build such engines. Yet the red tape is so thick that it can't be cut through. I guess the powers that be are either really smart and see that more money can be made for everyone on unreliable, thirsty engines..... Or they're just really stupid . . My vote is that the oil companies will do whatever possible to keep these types of engines away from the masses and the auto makers will want your engine to only last 3 or 4 years so you'll have to buy again while all the while they rape us on parts and labor. . Wheeeeew :-laf

 

[RustyJC]

My vote is that the oil companies will do whatever possible to keep these types of engines away from the masses and the auto makers will want your engine to only last 3 or 4 years so you'll have to buy again while all the while they rape us on parts and labor. . Wheeeeew :-laf

Actually, blame the tree huggers. The state-of-the-art Eurodiesels are not over here right now because of the quality of our diesel fuel. The hurdle to bringing them over when ULSD comes on the market is that 2007 U. S. emissions standards concentrate on NOx and particulates (where the diesels have problems) while European emissions standards are tied more to the Kyoto treaty and concentrate on CO2 (where the diesels are better than gasoline engines). So, if you want to lobby for more diesels in the U. S. in the name of fuel efficiency, lobby the EPA and your legislators.



Rusty

 

[RGardner]

That may be the only good news to come out of these terrible fuel prices is that the public will raise enough stink to do away with a bunch of these tree hugger rules!

 

[Coolslice]

Actually, blame the tree huggers. The state-of-the-art Eurodiesels are not over here right now because of the quality of our diesel fuel. The hurdle to bringing them over when ULSD comes on the market is that 2007 U. S. emissions standards concentrate on NOx and particulates (where the diesels have problems) while European emissions standards are tied more to the Kyoto treaty and concentrate on CO2 (where the diesels are better than gasoline engines). So, if you want to lobby for more diesels in the U. S. in the name of fuel efficiency, lobby the EPA and your legislators.



Rusty

Ahhh , Yes. I did forget to mention our pals at the EPA who believe that burning more fuel is better. . :-laf I'd say the lobbist are there already. . I wonder if BP and Exxon/Mobil have enough money to lobby against laws that would cause sales to decrease?