The collaboration between Mercedes-Benz and Geely extends beyond just the smart EV brand.
According to a recent report from CarNewsChina, Mercedes will utilize an engine developed by Horse Powertrain Limited in its next-generation sedan the Mercedes-Benz CLA-Class, which previously relied on engines from Renault.
It is important to note that Horse Powertrain Limited is a joint venture owned 50:50 by Geely and Renault, responsible for producing engines that will be supplied to automotive companies such as Renault, Geely, Mitsubishi, Nissan, Volvo, and Proton.
The four-cylinder inline 2.0-liter turbo engine expected to be used in the 2026 CLA-Class is projected to deliver an output of 250 hp and a torque of 360 Nm.
This engine will be developed and manufactured in China, while the catalytic converter components will be assembled in Germany to ensure compliance with emissions standards.
Additionally, the CLA-Class will feature several other technologies, including a 48V mild hybrid system and a smart driver assistance system developed by the Chinese startup Momenta, in which Mercedes was one of the earliest investors.
The new CLA will also be available in a fully electric version, equipped with a rear-wheel drive electric motor delivering 235 hp, paired with an 89.6 kWh battery pack for a range of up to 750 km (WLTP data).
The MMA platform used by the CLA also supports an 800V electric architecture, allowing for 400 km of range to be added with just 15 minutes of charging.
Mercedes is expected to launch the new generation CLA model in 2025.
When it comes to internal combustion engines, there are three common terms that you will come across: NA, turbocharger, and supercharger. Basically, all three refer to how an engine brings air into the combustion chamber to generate power.
Naturally aspirated (NA) engines take in naturally through atmospheric pressure. This type of engine does not come with a force induction system.
Meanwhile, both turbochargers and superchargers are forced induction systems that essentially compress air to create more powerful combustion.
NA engines are the most widely used as they are cheaper to run and easier to maintain, while turbocharged engines are typically found in performance vehicles. However, with the changing automotive landscape, the adoption of turbocharging has become more widespread among manufacturers.
After Mercedes-Benz continued their Kompressor engines, the use of superchargers has declined but there are some models that still employ this system, such as the Dodge Challenger/Charger and all SVR models from Jaguar Land Rover.
How does a turbocharger work?
According to renowned turbocharger manufacturer Garrett, a turbocharger uses an engine’s exhaust gas to drive the turbine wheel at speeds of up to 350,000 RPM. The turbine wheel then drives the compressor wheel through a shaft.
As both wheels spin, a large amount of air is drawn in and compressed before being cooled via an intercooler to further increase its density before it enters the engine.
The compressed-air makes the fuel burn more efficiently for greater power and fuel economy.
Pros and cons of a of turbocharger
With a turbocharger, the engine enjoys a significant increase in power. In fact, a turbocharged engine can produce as much power as an NA engine with a larger capacity.
Additionally, turbocharged engines are said to be more fuel-efficient because they can generate higher power with less fuel.
However, the high performance nature of a turbocharged engine can lead to overheating and higher levels of stress on internal components, thus requiring more frequent maintenance to ensure it remains in optimal condition.
How does a supercharger work?
If a turbocharger is driven by exhaust gas, a supercharger is mechanically powered by a belt connected directly to the engine’s crankshaft.
The supercharger increases intake by compressing air above atmospheric pressure without creating a vacuum, which in turn forces more air into the engine. With the additional air, more fuel can be injected, thus producing higher power.
Pros and cons of a supercharger
Like turbochargers, superchargers allow the engine to produce higher power and torque. However, it doesn’t face the issue of turbo lag because a supercharger is powered by the engine’s crankshaft. Additionally, a supercharger provides better low-RPM response.
That said, superchargers are not as efficient as turbochargers as they require engine power to generate more power. Additionally, internal components are exposed to higher pressure and heat, affecting the engine’s lifespan.
Which is best?
If performance is not a priority, an NA engine is sufficient because the power and torque it produces is adequate for daily use and it is cheaper to operate.
For those seeking high performance, turbocharged and supercharged engines are the perfect fit. However, turbocharged engines seem to make more sense due to their higher efficiency and market availability.
Alternatively, some manufacturers offer twin-charged engines, such as Volkswagen, Audi, and Volvo, for those unable to choose between the two systems.
BENTLEY has constructed its last W12 engine, signalling the end of the era of the 12-cylinder engine that has been the beating heart of the Bentayga, Continental GT, and Flying Spur.
According to Bentley, over 100,000 units of the W12 engine have been hand-built at its Dream Factory in Crewe, England since it was introduced in the original Continental GT in 2003.
Essentially, the engine is a combination of two narrow-angle V6 engines sharing a common crankshaft, making it 24% shorter than a conventional V12 engine.
With new intake, exhaust, turbocharging and intercooling systems developed in-house by Bentley’s engineers, the engine developed 552 hp and 649 Nm of torque in its early days.
Thanks to continuous improvements, including the use of twin-scroll turbocharging in 2015, the iconic engine is now capable of delivering 740 hp and 1,000 Nm, as seen in the Batur.
As a toast to the engine for one last time, Bentley offered 120 units of the “Speed Edition 12” models for Bentayga, Continental GT, Continental GT Convertible and Flying Spur.
Unique features include Edition 12 badging, treadplates, seat embroidery, fascia inlays, and numbered engine plaque. Owners also received a commemorative scale model of the W12 engine block.
The decision to end W12 engine production is in line with Bentley’s Beyond100 strategy, which focuses on sustainability.
Taking over the baton is the new Ultra High Performance Hybrid powertrain, which combines a 4.0-litre twin-turbo V8 engine and an electric motor sandwiched between the mill and transmission.
The new engine has a total power output of 771 hp (782 PS) and 1,000 Nm, and will make its debut in the 2025 Continental GT Speed.
DESPITE the fact that Ferrari has started offering smaller turbocharged hybrid V6 and V8 engines in its cars, the famed manufacturer is determined to keep its V12 engines alive for as long as possible.
Speaking to Car Expert, Ferrari’s head of product marketing Emanuele Carando assured enthusiasts that the company will continue to produce cars with the 6.5-litre engine for as long as the regulations allow them to.
“We will produce naturally aspirated V-12s until the law [no longer] allows us to. We hope the law in the future will continue to show opportunities, probably working on new petrol which is more sustainable,” said Carando.
In the 12Cilindri Coupe and Spider, the Ferrari 6.5-litre V12 engine can rev up to only 9,500 rpm, but technically it is capable of reaching 10,000 rpm.
Ruggero Cevolani, the head of the V12 program, explained that the lower rev limit was deliberately chosen to maximise power delivery and avoid “drop off in the sensation of constant acceleration.”
He further added that Ferrari is first and foremost an “engineering company,” and that’s why performance is a top priority.
Previously, Ferrari’s chief designer, Flavio Manzoni, acknowledged that the V8 turbo engine outperforms the V12 in terms of performance. Not only that, he also stated that the 12-cylinder engine is not the most efficient.
However, the company will continue to fight for the engine to ensure that it lives on for as long as possible, as it is more emotional than smaller engines.
Ferrari is not the only luxury brand still interested in producing V12 engines. Aston Martin also has a similar direction with the upcoming Vanquish model, which is said to have a more powerful twin-turbo V12 engine.
IN this era of electrification, as we can see, many manufacturers are starting to offer fully electric (EV) or hybrid models.
Bugatti is also making an impression, but they seem to not be ready for EVs, opting instead for the hybrid route. With a name like Bugatti, you can certainly expect it to be no ordinary hybrid.
Indeed, it is a hybrid with a V16 engine package capable of delivering up to 1,800hp of peak power. This engine will be unveiled to the world on June 20th.
It is a naturally-aspirated (NA) engine, unlike the quad-turbo engines found in the Veyron and Chiron models. The V16, which will replace the W16, is a hybrid with three electric motors – two on the front axle, one at the rear.
The rear electric motor will also be housed in an 8-speed dual-clutch gearbox. Rumors suggest that this engine has a displacement of 8.3 liters, able to rev up to 9,500rpm and generate up to 1,000hp.
The electric motors contribute additional power, resulting in a total output of 1,800hp. We already know that Bugatti is set to launch the successor to the Chiron this year.
Therefore, this engine is sure to be the heart of this upcoming new hypercar. According to Bugatti, the hypercar is being “completely designed from the ground up.” It draws inspiration from past models such as the Type 57 C Atlantic, Type 41 Royale, and Type 35.
The hypercar is also expected to accelerate to 100km/h in less than two seconds, reach 200km/h in five seconds, and achieve 300km/h in under 10 seconds. The top speed is limited to 446km/h.
It is said that only 250 units will be produced. This is more exclusive compared to the Veyron and Chiron, with 450 and 500 units produced respectively.
The trend of downsizing engine capacity may be prevalent now, but Porsche seems unwilling to halt the use of V8 engines. Despite increasingly stringent emissions standards, engineers at Zuffenhaus are always one step ahead.
Their eight-cylinder engine has been fine-tuned to comply with the latest Euro 7 standards, even though its implementation has been postponed from 2025 to 2030.
In an interview with the Australian magazine Car Sales, Thomas Freimuth, the head of the Porsche Panamera model line, revealed that new components are being developed to comply with Euro 7 standards.
He stated, “We found that this engine is ready for Euro 7, no problem. We need to use some components that are currently under development, so we are ready with this V8 to comply with Euro 7 standards.”
Freimuth also mentioned that the permissible exhaust noise level is expected to decrease, with stricter legislation complicating the process of delivering more emotion to our Panamera V8.
However, even though the V8 will continue to be used beyond 2030, it is likely that not many Porsche models will be equipped with the 4.0-liter twin-turbo engine by the end of the decade.
In the Annual and Sustainability Report 2023, released last month, Porsche expects to sell over 80% electric vehicle models annually by 2030. Nevertheless, they emphasized that achieving this goal depends on “the demand of our customers and the development of electromobility in specific regions of the world.”
Porsche’s foray into electric vehicles began with the Taycan in 2019, followed by the fully electric second-generation Macan. The 718 Boxster and 718 Cayman are expected to follow suit in 2025.
The successor to the current Cayenne has also been confirmed to be an electric vehicle without an internal combustion engine. Meanwhile, the 911 won’t become a fully electric model this decade, but a hybrid version will debut in the middle of this year with the 992.2 facelift.
Porsche aims to continue using internal combustion engines (ICE) with nearly carbon-neutral synthetic fuel, which they are currently developing in Chile.
The world’s largest car manufacturer, Toyota, is determined not to concede in the internal combustion engine race. The company aims to uphold this commitment, driven by the direction of its chairman and car enthusiast, Akio Toyoda.
He is adamant about safeguarding millions of jobs in Japan while simultaneously offering choices to future car buyers.
“To those who have been producing engines from the past until now, let’s continue to develop engines,” Toyoda stated during the Tokyo Auto Salon 2024 (TAS2024) event.
“As car enthusiasts, we are tasked with shaping the future. My desire to enjoy cars leads me to want to explore various technologies. This is something I take seriously,” he added.
Highlighting that over 5.5 million workers are involved in engine manufacturing in Japan, Toyoda emphasized the importance of retaining these jobs.
He outlined Toyota’s multifaceted plan for future mobility, stating, “The approach to carbon neutrality depends on the country and region. However, shouldn’t we consider the desires for cars that we need?”
Toyoda noted that outside of the country, Toyota has numerous colleagues with similar interests and desires. He expressed that Battery Electric Vehicles (BEVs) are not the sole means to achieve carbon neutrality, as Toyota has been developing hydrogen technology for the past three years.
“Last year, we tested liquid hydrogen and drove it at Le Mans. There is still work to be done in engine technology to achieve carbon neutrality. So, let’s refine engine technology. Let’s start that project,” Toyoda concluded.
THE issue of engine warm-up has been debated for a long time, from casual conversations at coffee shops, hanging out at TT gatherings, to discussions in internet forums and Facebook groups.
Why is it necessary to warm up the engine? Is it just a fad, or does it serve a real purpose? We will attempt to explain this with an easy-to-understand explanation and relate it to several common situations we encounter.
Warming up the engine has been a practice since 30 to 40 years ago, when carburetor engines used a choke to mix air and petrol for combustion. In cold weather, petrol doesn’t vaporize, and since the carburetor doesn’t have a temperature sensor, it cannot adjust combustion efficiently and effectively. More fuel is used during this time. Therefore, the engine needs to be warmed up before driving.
For most modern cars that we drive today, their engines are equipped with sensors to precisely calculate the air-fuel mixture ratio. This ratio is also adjusted based on the temperature.
Therefore, in cold weather, engines with electronic fuel injection systems will inject more fuel (burning rich) to ensure proper combustion until the engine reaches the ideal temperature. This process is much faster compared to older engines with carburetor systems.
How long should you wait before driving?
The simple answer is to start the engine, wait just a little while, and then drive immediately. You actually don’t need to wait 15 or 20 minutes to warm up the engine. It’s just a waste of fuel.
Do you have deep pockets and don’t care about the cost of fuel? Well, a mechanical engineer from the Argonne National Laboratory reported that fuel is a solvent and can thin the engine oil on the cylinder walls if the engine is left idling for a long period.
As you may understand, if there is less oil on the cylinder walls, there will be more friction, and various components can be damaged or have their lifespan shortened if we warm up the engine for too long.
According to a representative from Volvo who conducted cold weather tests in the Arctic, they stated that new cars do not need to have their engines warmed up. “It’s best to start the engine for a short time to build fuel pressure, and then drive as usual,” they said.
But don’t start the engine and immediately press the accelerator hard. After about 20 or 30 seconds of starting the engine in the morning, you can slowly drive out of the housing estate, then a few turns before accelerating on the main road.
What about a car that’s been left unused for a long time?
There are times when we leave a car unused for a long period, regardless of the reason. This also raises the issue of warming up the engine, which means starting the engine briefly before leaving the car again.
But what is the correct way to warm up the engine, start and let it idle for 10 minutes? The answer is that the above method is not correct. If you have a car that is rarely driven, the best way to warm up the engine occasionally is to start the engine, drive it out of the house, and drive slowly in the surrounding area. There’s no need to do it for a long time. 10 or 15 minutes is enough.
This method is better because not only does the engine components move, but the fluid and oil in the transmission system also move around the entire area, as well as the tires and axles, everything moves. So, the grit and lubricating oil can be spread evenly.
To revisit the initial point of the article, merely warming up the engine by idling in place is less effective and can even jeopardize some components.
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