Mercedes-Benz Presents C 300 de Diesel Plug-In Hybrid

OCT 11 2018 BY MARK KANE 40

Mercedes-Benz C-Class to get diesel and gas PHEV versions.

Diesel engines are far from dead and Mercedes-Benz is even trying to include them in plug-in hybrids.

Here is the all-new Mercedes-Benz C 300 de, a diesel plug-in hybrid.

Deliveries of the C 300 de in both Saloon (sedan, if you wish) or Estate (station wagon) are scheduled from mid-2019. Later, the German manufacturer will add a gas plug-in hybrid version.

The battery (13.5 kWh) is the same as in the new S-Class plug-in hybrid. According to Mercedes, it should be good for around 35 miles (56-57 km depending on version estate/saloon) under NEDC. There is no data about the expected WLTP range rating, so we stick with our own brief EPA estimation of maybe 20 miles (32 km).

Mercedes-Benz C 300 de spec:

  • 13.5 kWh battery (37 Ah lithium-nickel-manganese-cobalt NMC cells) produced by Daimler’s Deutsche ACCUMOTIVE
  • All-electric range (NEDC) up to 57 km (35 miles) (sedan) or 56 km (35 miles) (estate)
  • 0-100 km/h (62 mph) in 5.6 seconds (sedan) or 5.7 seconds (estate)
  • System output of up to 225 kW (306 hp) and 700 Nm143 kW (194 hp) of the diesel engine with 90 kW electric motor
  • rear wheel-drive
  • top speed of 250 km/h (155 mph), up to 130 km/h (81 mph) in all-electric mode
  • charging takes 1.5 hours (10-100% State of Charge) using 7.4 kW on-board charger

Mercedes-Benz C 300 de sedan

Mercedes-Benz C 300 de
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Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de

Mercedes-Benz C 300 de estate

Mercedes-Benz C 300 de
18 photos
Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de Mercedes-Benz C 300 de (EQ Power) Mercedes-Benz C 300 de

Press release:

Mercedes-Benz C 300 de: Highly efficient poise and assurance

The C 300 de Saloon or Estate (combined fuel consumption 1.6 l/100 km, combined CO2 emissions 42 g/km, combined electrical consumption 19.1-18.7 kWh/100 km)1 is a particularly dynamic example of third-generation plug-in-hybrid technology from Mercedes-Benz. It is combined with the highly sophisticated four-cylinder diesel engine for the first time in the C-Class. The result is a vehicle that can cover a distance of up to 57 km (NEDC) on electric power alone with zero local emissions. What’s more, the combination of diesel engine and electric motor offers outstanding motoring comfort, exceptional pulling power and high efficiency thanks to the 9G-TRONIC 9-speed hybrid transmission. Delivery of the first models is scheduled for mid-2019. There will naturally also be a plug-in-hybrid version with petrol engine based on the current C-Class.

The new plug-in diesel hybrid in the C-Class combines Mercedes-Benz’s most sophisticated diesel engine with an externally chargeable hybrid system featuring a new lithium-ion battery capable of storing 13.5 kWh of energy. Thanks to a water-cooled on-board charger with a capacity of 7.4 kW, it can be charged from 10 to 100 percent SoC (State of Charge) in approx. 1.5 hours at a Mercedes-Benz Wallbox (see “Under the microscope: charging” section) if the full power is used. The same is possible in around five hours even at a conventional domestic power socket.

The current OM 654 four-cylinder diesel engine sends a rated output of 143 kW (194 hp) and a peak torque of 400 Nm to the latest-generation 9G-TRONIC 9-speed hybrid transmission. It has a compact integrated hybrid traction head with a 90 kW electric motor that provides 440 Nm of torque from a standing start. Together the engine and motor achieve a system output of up to 225 kW. Their combined torque is limited to a maximum of 700 Nm, available at just 1400 rpm.

The third-generation hybrid technology’s energy management is just as effortlessly superior as the acceleration offered by this immense torque. The anticipatory ECO Assist uses the data from all the driving assistance systems – such as the radar sensor, cameras and navigation system – and helps the driver to adopt an energy-saving and environmentally compatible driving style. The powertrain management calculates precisely when it is best for the driver to come off the accelerator (and use the momentum for charging), when and how often the transmission should change gear to save fuel and maximise the range of the electric drive, and how the operating temperature of all major components needs to be controlled to negotiate the next uphill gradient efficiently. Once the driver has input a destination into the navigation system, the battery charge is kept available for driving through towns and cities, while any regeneration of the particulate filter needed preferably takes places on motorway stretches.

Hybrid-specific particulate filter regeneration

For regeneration of the particulate filter, the combustion engine must run for long enough and with a sufficiently high exhaust gas temperature, while a plug-in hybrid is at its most effective when operation of the combustion engine is minimised. The Mercedes-Benz diesel plug-in hybrids therefore have a partial burning-off strategy in which the particulate load trapped in the filter can be burned off in portions when conditions are suitable for this. In this case, the electric motor can even specifically increase the load for the combustion engine to achieve the exhaust gas temperature necessary for regeneration. The electricity generated in this process charges the high-voltage battery for the next bout of emission-free driving.

Driver determines driving program and operating mode

The driver has the final say, of course, and is able to select and influence the driving program and the operating mode. The ECO Assist helps by prompting the driver to come off the accelerator, use ‘gliding’ mode or activate recuperation. It also uses the haptic accelerator to inform the driver when further acceleration is only possible by activating the diesel engine. At the end of the trip it lets the driver know the distance covered while the combustion engine was switched off. Otherwise, the heating and air conditioning operate independently of the combustion engine, allowing pre-entry climate control in the interior in summer or winter.

Technical data at a glance:

 C 300 de Saloon1C 300 de Estate1
Number of cylinders/arrangement/type4/in-line/diesel4/in-line/diesel
Displacement (cc)19501950
Rated output of combustion engine (kW/hp at rpm)143/194 at 3800143/194 at 3800
Rated torque of combustion engine (Nm at rpm)400 at 1600-2800400 at 1600-2800
Rated output of electric motor (kW)9090
System output (kW/hp)225/306225/306
System torque (Nm)700700
Acceleration 0-100 km/h (s)5.65.7
Top speed (km/h)250250
Top speed, electric (km/h)over 130over 130
Combined fuel consumption from (l/100 km)1.6-1.41.6-1.5
Combined CO2 emissions from (g/km)42-3842-39
Total battery capacity (kWh)13.513.5
Combined electrical consumption (kWh/100 km)18.719.1
Electric range (km)up to 57up to 56

1 The stated figures were determined in accordance with the prescribed measuring method. These are the “NEDC CO2 figures” according to Art. 2 No. 1 Implementing Regulation (EU) 2017/1153. The fuel consumption figures were calculated based on these figures.

Categories: Mercedes


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40 Comments on "Mercedes-Benz Presents C 300 de Diesel Plug-In Hybrid"

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10 years late.
But for tax reasons they might need such a drive train to reduce the CO2 values, on which taxation si based (at least here in Austria many company cars are taxed with additional 33% (for employee benefits) simply to the new WLTP norm.

Another Euro point of view

I would buy a diesel hybrid right away, for whom who does a lot of fast empty highways diesel has huge legs and so far is vastly superior to gas or electric. Then electric motor for the city. Perfect combination. + Bosch is stating that diesel can still be much improved regarding emissions.

Agree that it is best for both worlds. But how much are you willing to pay for it? Diesel also adds $5K to $7K to the price usually, PHEV adds another $5K to $10K to the cost. Now, that is $10K to $17K premium. Are you willing to pay for it?

Another Euro point of view

True, it is a problem.

I am sure the added benefits, torque and silence to name a few will easily make many of the germans that already buy quite expensive cars pay whatever the premium is. The combo of diesel or gasoline and battery is a perfect fit in the trasitional period until EV´s can substitute a regular roomy car with sufficient power, range, seats and towing. Thinking EV’s can replace ICE’s completely within 10 years is just pure dreaming.

Yeah, it’s more likely to be about 12 years 😛

You Can Vastly Improve Diesel by Getting Rid of it Forever !

Much improved… With more sophisticated cheating devices? 😛

YES ! That should Get them Some Longevity …Until they Get Caught !….Again ? …lol….

I used to feel the same way. However, the more I learn about small diesels… the less I like the idea of a diesel PHEV. The sad truth is this: diesels just don’t scale down as well as gasoline does. And by “small”, I mean anything less than 8 liters. Part of the reason this latest generation of diesels got into so much trouble is they wanted to keep the promise of good emissions, good fuel economy, and high torque in a smaller and smaller package.

diesel has been below 3l for ages in more than 95% if the cars. More than 90% had less than 2l. What makes problems is a 3-cylinder, 0,9l diesel, but even those can rjn fine with a lot of computers running beneath.

Best of both worlds. Zero emission, silent EV motoring in urban areas, plus sustained high-speed and highly-efficient motoring between cities.

Agreed! I mean, I wish it had twice the range and a CCS port, but I’m mostly bothered by their use of NEDC numbers, which really needs to be criminalised. I figure about 40 km of real range.

I think we will survive another 11 weeks until WLTP comes into effect for buyer information…

Do Not Read Between The Lines

Once you have hybridized you improve gasoline engine fuel economy significantly and the benefits of diesel are marginal.

Agreed, an Atkinson cycle gas engine is as thermally efficient as a diesel but cheaper with less maintenance than a modern diesel.

Atkinson cycles are still a couple percent less efficient than diesel, but you’re correct that the difference doesn’t justify the extra cost and other downsides.

Especially since in a PHEV with almost decent electric range, the combustion engine shouldn’t be used all that much to begin with…

Try long range driving a diesel car and petrol just seems silly.

More poison from Germany.

Diesel and electric? That works great for a pickup truck. But that will add so much cost to the sedan that nobody will buy it.

Petrol engines aren’t much cheaper. You need a particle filter and a sophisticated injection system for those as well.

oh mb…just full of more weak phev models lately trying to polish that ICE terd inatead of going bev

One, low quanituty suv bev in 2020 and these weak phevs do not equate to a real effort to drive smarter n cleaner from mb

I don’t need the ground clearance everyone else thinks they do, my Mercedes wagon was as close to magnificent as any car I have driven, spacious and fast, no SUV required. Get bio-diesel for the cannonball run, and electric to buy groceries. I wouldn’t be able to afford it, and some more electric range wouldn’t hurt, but how very nice.

I guess you haven’t heard yet that “bio”-diesel is worse than fossil fuels?…

Oh, look. Someone is conflating biodiesel and ethanol. Again.

No, I’m not. All “renewable” fuels from dedicated crops are problematic; but last I heard, bio-diesel (i.e. mostly palm oil) is likely the worst of them all.

Diesel plugin. Are they really going to sell?
They promised diesel hybrids more than a decade ago that never materialized.
Instead of spending an extra $3,000 – $5,000 on the diesel engine, that money can be spent on batteries in a gasoline plugin to extend the range by another 20 – 30 miles.

Model-3 has beaten Benz C Series and so they are showing this gimmick. This won’t last long.
Diesel is good for heavy vehicles, but for the cars, the hybrid and a plugin will do. After all, the plugins can be offered with multiple ranges like 30 miles, 50 miles, 70 miles, etc depending on the customers preference.

Another liar like VW & Toyota.

Diesels can’t be that much more expensive to manufacture.

I’m looking at BMW 3-series tax-free sticker prices* in Finland, and the cheapest 6-cylinder model is a diesel (330d) at ~51keur. The cheapest 6-cylinder gasoline (340i) is ~54keur. Of course 330d has less peak power than 340i, but even 335d is cheaper at 53keur. If diesel engines cost 5-6keur more to make, why would BMW price their vehicles like that?

*tax-free because CO2-based tax favors diesels

No more diesel please.

Improved electric range thanks to WLTP requirements — but the electric motor is still too weak to provide a good experience in all-electric mode… I guess that’s where the German makers are heading with another generation of alibi-PHEVs 🙁

For city use, with high torque from the electric motor, I think it’s OK. It’s not like they will use that motor on the Autobahn anyway.

I just hope they (car manufacturers) start to use a 2 or even a 3 speed gear box on EVs. The torque falls when the motor rev high. In combination with a battery unit that also have super capacitors to add extra power for a short time, they can probably cut cost, and keep a fast and agile ride.

The phevs should also take gears out of their transmissions. For weight and cost.

AFAIK performance EVs tend to have very good high-end acceleration as well… And I don’t think torque is the limiting factor there.

But is it a “Clean Diesel”??

During the test-run in the emission test lab all Diesel are clean and filtering is working ….. as soon as they leave the emission test, the filtering is switched-off as otherwise “the Diesel motor could be damaged”, and EU law allows for this loophole.

“Clean Diesel” The Best Moronic Oxymoron …Ever !

That’s interesting….because almost all data collected in major studies indicates that new diesels actually tend to produce less harmful emissions than their gasoline counterparts. Between SCR systems continuously improving the reduction of NOx emissions and advanced particulate filters becoming ever more popular in this post-DieselGate world, “clean diesel” is not at all an oxymoron.

They cheating on NEDC too

Lie , Steal & Cheat. That’s The New Agenda ! …lol