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CLA 45 S 4MATIC+
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  Mercedes-AMG CLA 45 S 4MATIC+
 

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Country of origin:Germany
Introduced in:2019
Source:Company press release
Last updated:August 09, 2019
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Click here to download printer friendly versionWith an output of up to 310 kW (421 hp), the completely newly developed 2.0-litre engine is the world's most powerful turbocharged four-cylinder manufactured for series production. Mercedes-AMG has bettered the output of the preceding engine by 30 kW (40 hp). Maximum torque has also increased from 475 to up to 500 newton metres. With an output per litre of up to 155 kW (211 hp), the new Mercedes-AMG high-performance turbo engine even ranks ahead of many well-known super-sports car engines. The new, highly efficient powerpack is produced on an innovative production line in Affalterbach, on the "One Man, One Engine" principle.

In the 45 models, the four-cylinder ensures extremely agile performance in two output classes: with 310 kW (421 hp) as the S-model and with 285 kW (387 hp) in the basic version.

This positioning logic has already proved successful for the AMG Performance models with a V8 engine, and meets individual customer wishes even better. The new compact sportscars absolve the sprint from zero to 100 km/h in record time: the A 45 S 4MATIC+ requires only 3.9 seconds (CLA 45 S 4MATIC+: 4.0 seconds), while the basic A 45 4MATIC+ model absolves this discipline in 4.0 seconds (CLA 45 4 MATIC+ in 4.1 seconds). The top speed of the basic models is electronically limited to 250 km/h, while the S-models are capable of up to 270 km/h ex factory. With the optional AMG Driver's Package, the top speed can also be increased to 270 km/h for the basic variants.

Apart from its performance figures, the new engine impresses with its immediate response. To this end the torque curve was carefully balanced ("torque shaping"): The maximum torque of 500 Nm (480 Nm in the basic variants) is available within a range of 5000-5250 rpm (4750-5000 rpm in the basic variants). With this configuration the AMG engineers have achieved a power delivery akin to a naturally aspirated engine. The engine developers were able to realise a dynamically increasing torque curve in the lower engine speed range, thereby improving throttle response. The increasing torque at higher rpm makes the engine more free-revving. Moreover, the high maximum engine speed (up to 7200 rpm) emphasises the engine's sporty character.

The new engine excels with numerous intelligent design features. Unlike the likewise transversely installed four-cylinder in the 35 models or the preceding model, the new engine is rotated around its vertical axis by 180 degrees. This means that the turbocharger and the exhaust manifold are now positioned at the rear, on the side of the firewall when viewed from behind. The intake system is therefore positioned at the front. This configuration allows the flattest possible and aerodynamically advantageous front section design. Furthermore, the new arrangement allows much improved air ducting with shorter distances and fewer diversions - both on the intake and exhaust side.

The new twinscroll turbocharger combines optimum responsiveness at low engine speeds with a high power in the upper rpm range. In addition to this, the turbine housing is divided into two flow passages which run parallel to one another.

Together with the likewise divided ducts in the exhaust manifold, this makes it possible to feed the exhaust flow to the turbine separately. The aim is to prevent the individual cylinders from influencing each other negatively during load cycles, and to improve the gas cycle. The result is higher torque at lower engine speeds, and extremely good responsiveness.

Furthermore, the shafts of the compressor and turbine have roller bearings for the first time - as in the top output variant of the AMG 4.0-litre V8 engine in the AMG GT 4-door Coupé. The roller bearings reduce mechanical friction within the turbocharger to a minimum. The charger therefore responds more readily and reaches its maximum speed of up to 169,000 rpm more rapidly.

With a maximum charge pressure of 2.1 bar, the 2.0-litre four-cylinder turbo engine is also the leader in its segment in this respect. The electronically controlled wastegate (exhaust relief valve) allows the charge pressure to be controlled even more precisely and flexibly while optimising responsiveness, especially when accelerating from partial load. Numerous parameters are taken into account in this process. The main input signals for the wastegate control unit are the charge pressure, throttle flap position and the knocking tendency. The modifying signals include the intake air temperature, engine temperature, engine speed and atmospheric pressure. This also makes temporary boosting of the charge pressure (overboost) possible under acceleration.

Fresh air is used in addition to oil and water to cool the turbocharger. This is directed specifically to the charger from the radiator grille, via the engine cover designed as an air deflector and ducts beneath the bonnet. The concept is based on the principles and experience gained with the cooling for the internally mounted turbochargers of the current AMG 4.0-litre V8 engines, starting with the AMG GT in 2014. In addition the turbine housing has integral insulation.

The all-aluminium crankcase is a chill-cast unit which excels with outstanding material properties. In this process the molten aluminium is poured into the metallic mould using the effect of gravity.

Thanks to its good thermal conductivity, the water-cooled mould allows rapid cooling and solidification of the melt. The result is a fine-grained, dense structure that guarantees very high strength. Complex interior geometries can be realised with the help of enclosed sand cores.

The so-called closed-deck construction - a design taken from motorsport - ensures maximum rigidity with low weight and allows peak combustion pressures of up to 160 bar. The areas around the cylinders are mostly solid, and the cover plate is only penetrated by smaller ducts for the coolant and engine oil. The crank assembly with a lightweight, forged steel crankshaft and forged aluminium pistons with optimised piston rings combines low friction with high strength. The maximum engine speed is 7200 rpm, and peak output is developed at 6750 rpm. The sump features baffle plates so that despite the larger sump, and even under high lateral acceleration forces, there is always sufficient engine oil to lubricate all the relevant components.

To reduce friction between the pistons and cylinders, the linings are coated using patented NANOSLIDE technology. This gives the linings a mirror-like surface for minimal friction, is twice as hard as conventional grey cast-iron liners and therefore makes them much more durable. NANOSLIDE was developed by Daimler AG, and is protected by more than 90 patent families and more than 40 patents. This coating was first used in AMG's M 156 V8 engine, has enhanced other AMG engines for many years and can also be found in the Formula 1 engine of Mercedes AMG Petronas Motorsport.

In the cylinder head, the repositioned and slightly angled injection nozzles and spark plug system have allowed much larger exhaust valves than in the preceding engine. The larger exhaust cross-sections allow the gases to stream out of the combustion chambers with low losses, and reduce the overall piston venting action.

Two overhead camshafts control the 16 valves via weight-optimised roller cam followers. Camshaft adjustment on the inlet and outlet side allows an excellent response and optimises the gas cycle for each operating point.

Variable CAMTRONIC valve control on the exhaust side is another feature, with two cams per valve. The cams have different geometries, so that depending on the cam setting to suit the driving situation, the exhaust valves can be opened for short or long periods - for even better responsiveness at low engine speeds, comfortable and fuel-efficient driving at medium rpm and full power delivery in the upper rpm range.

Turbocharging and direct injection with a spray guided combustion process not only allow a high power yield, but also improve thermodynamic efficiency and therefore reduce both fuel consumption and exhaust emissions.

For the first time, the new high-performance four-cylinder has two-stage fuel injection. In the first stage the particularly fast and precisely operating piezo injectors supply fuel to the combustion chambers at a pressure of up to 200 bar. This is a multiple process at times, and is controlled by the engine management system as required.

In the second stage there is additional intake manifold injection using solenoid valves. This is needed to achieve the engine''s high specific output. The electronically controlled fuel supply has an operating pressure of 6.7 bar.

The high output requires an intelligently conceived cooling system. This is so designed that the cylinder head and crankcase can be cooled to different temperature levels. This innovative measure allows a cold cylinder head for maximum output with efficient ignition timing, and a warm crankcase to reduce in-engine friction.

The coolant to the cylinder head is supplied by a mechanical water pump, while cooling of the crankcase is via a second, electrically driven high-performance water pump. After a cold start, this pump remains passive until the engine has warmed up. In operation it is regulated by the engine control unit so that the crankcase is always cooled according to need.

Moreover, the pump can be switched on or off as required when less output is needed, or at low engine speeds. Furthermore, the electric water pump ensures the full engine output and optimum heat dissipation over the entire engine speed range. It also protects against thermal damage when idling in very high ambient temperatures.

In addition the engine has an oil temperature management function which controls the warm-up phase and flexibly regulates the engine oil temperature. This brings the engine to its operating temperature more rapidly, reducing friction and wear. This is accompanied by the environmentally friendly ancillary effect that fuel consumption and cold start emissions are also reduced.

An additional radiator in the wheel arch supplements the large unit in the front level of the main module. A low-temperature circuit is also used for air/water intercooling. This provides for ideal cooling of the highly compressed charge air, thereby contributing towards optimum engine performance. In addition the intercooling in the S-model is assisted by the onboard air conditioning system. (Condenser upstream of the intercooler).

Functions such as alternator management, the ECO start/stop function with fast restarting, the gliding function and a petrol particulate filter are also part of the technology package for the new AMG four-cylinder.

The new engine is entirely assembled by hand. To this end a completely newly designed production line was constructed in the AMG engine manufactory in Affalterbach, where Mercedes-AMG has raised the "One Man, One Engine" principle and Industry 4.0 processes to an innovative level reflecting the latest findings in ergonomics, material flows, quality assurance, sustainability and efficiency. On the road to implementing Industry 4.0, AMG's hand assembly operation likewise follows the vision of "smart production". This excels with maximum flexibility, and is transparent and highly efficient. It safeguards and improves the quality of the engines and production processes using innovative and digital technologies.

The 8-speed AMG SPEEDSHIFT DCT 8G dual-clutch transmission likewise contributes to the agile and dynamic character. The gear ratios have been configured so that the driver experiences very spontaneous acceleration in all speed ranges, combined with fast shifting and optimum connections when shifting up. Depending on the selected AMG DYNAMIC SELECT driving mode, the driver receives a specific drive configuration with different accelerator and gearshift characteristics.

Anyone who prefers to change gear for themselves can select the manual transmission mode in every drive program. Using the temporary M-mode, this is possible very rapidly merely by operating a steering wheel shift paddle.

The standard RACE-START function allows maximum acceleration from stationary, a highly emotional experience. This also applies to the drive sound with partial ignition interruption when changing up a gear, and the automatic double-declutching function when changing down. Neither is efficiency neglected: in "Comfort" mode the ECO start/stop function is active; the "gliding" function can be selected in the "Individual" driving mode.

The extremely dynamic driving experience in a completely new dimension is greatly assisted by the fully variable all-wheel drive included as standard. The secret is AMG TORQUE CONTROL in the new rear axle differential: This has two electronically controlled multidisc clutches, each of which is connected to a rear axle drive shaft. In this way the drive power can not only be completely variably distributed between the front and rear wheels, but also selectively between the left and right rear wheel. This means that depending on the driving mode and situation, the drive torque can be separately distributed to both rear wheels.

The result is consistently optimum traction, even in adverse road conditions and during extreme cornering manoeuvres, for example on the racetrack. Furthermore, this sophisticated solution allows Drift mode (standard in the S-models, included in the optional AMG DYNAMIC PLUS package for the basic models), which makes "powersliding" possible for even more driving pleasure.

Drift mode can be called up in the "RACE" driving mode using the shift paddles, provided that ESP is deactivated and the transmission is in manual mode.

Control of the drive torque to the front and rear axle, and between the two rear wheels, is electro-mechanical. The influencing factors for torque distribution are not only the driving speed, the lateral and longitudinal acceleration and the steering angle, but also the difference in rotational speed between the individual wheels, the gear selected and the accelerator position.

The main advantages of electro-mechanical control over an electro-hydraulic system relate to more refined driving dynamics - primarily due to the significantly faster response and speed-independent actuation of the discs over the entire adjustment range.

The all-wheel drive control is dependent on the selected driving mode and the AMG DYNAMICS setting. In "Basic" and "Advanced", the 4MATIC system is in "Comfort" mode. In "Pro" and "Master" (standard for S-models, included in the optional AMG DYNAMIC PLUS package for basic models) the 4MATIC system switches to "Sport" mode - for even more agile handling and an even higher threshold for the critical limits.

Before the system intervenes, 3-stage ESP with individual control strategies in SPORT HANDLING MODE allows greater drift angles for a sporty driving style. When entering bends, the "45" models have an even more agile response thanks to braking intervention at the inner rear wheel - depending on the selected AMG DYNAMICS mode or driving mode.

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  Article Image gallery (15) Specifications