Mercedes To Unveil C-Class & E-Class Plug-In Hybrid Diesels In Geneva


Expected to return 31 miles of all-electric driving range.

Mercedes will use the 2018 Geneva Motor Show to reveal two new diesel plug-in hybrid models. As had been rumored before, the new powertrain is coming to the C-Class, as well as to the E-Class. It marks the first time that Mercedes has used a four-cylinder diesel engine with its hybrid technology.

The two cars will combine Mercedes’ “OM 654” turbocharged 2.0-liter inline-four diesel engine with a 13.5-kilowatt-hour lithium-ion battery pack and an electric motor, while a nine-speed automatic transmission will direct all that power to the road. Though more specific numbers will come in due time, for now Mercedes says to expect 121 horsepower and 324 pound-feet of torque from the electric motor, and a 31-mile all-electric driving range. With the motor and diesel engine working together, expect a total of 516 lb-ft of torque.

Related – New Mercedes-Benz C-Class PHEV To Go 31 Miles On Electric Power


The car can drive on electricity alone at up to 87 miles per hour, versus 81 mph for previous Mercedes hybrids.

Thanks to a higher-speed internal charger, the battery pack can be replenished from empty in just two hours on a high-speed charger; using a regular European outlet, recharging takes about seven hours. Compared to earlier hybrids, Mercedes says these third-generation models have a more compact design for their electric motor/transmission unit.

See Also – UPDATE: Mercedes EQC Electric Crossover Spy Video

The introduction coincides with the launch of a new “Wallbox” from Mercedes for charging electric vehicles. It’ll be available to customers in Europe this summer, and rolls out to other countries later. Advantages include higher-speed charging, as well as RFID-card access control for, say, multiple chargers located at one business location.

When equipped with this new plug-in hybrid diesel powertrain, the Mercedes-Benz C- and E-Class will also come with Eco Assist, a technology also to be offered in the S560e plug-in. It uses navigation data, such as information about upcoming hills or intersections, to help suggest when the driver should lift off the accelerator and coast, and to help determine the appropriate mode for the hybrid powertrain. The driver can also manually select between four drive modes: Hybrid, which automatically picks the best option; E-Mode, which is for electric-only driving; E-Save, which uses the diesel engine and saves the battery charge for later; and Charge, which prioritizes charging the battery while driving.

The plug-n hybrid C- and E-Class models will go on sale in Europe in late summer. Currently, Mercedes says the models on display in Geneva are “pre-production” models, and that the company is working on the final steps toward putting them into production.

Press blast below:

Stuttgart/Geneva. The Geneva Motor Show will see the debut of two new Mercedes-Benz preproduction models that combine state-of-the-art diesel technology with the 9G-TRONIC 9-speed hybrid transmission. Like the S 560 e (combined fuel consumption 2.1 l/100 km, combined CO2 emissions 49 g/km)[1], the C- and E-Class plug-in diesel hybrids will in future use third-generation hybrid technology. Delivery of the first models is scheduled for late summer 2018. At the moment, the company is making systematic preparations for series production of the new plug-in hybrids, with its engineers taking the last important steps on the way to the start of production. Also new: an intelligent, connected variant of the Mercedes‑Benz wallbox will make for easier charging while offering a series of additional functions via a new app.

Plug-in hybrids represent a key technology on the road to a locally emission-free future for the motor vehicle. They offer customers the benefits of two worlds: in town, they run in all-electric mode, while on long journeys they profit from the range of the combustion engine. Mercedes-Benz will for the first time combine the state-of-the-art four-cylinder diesel with the third-generation hybrid drive. The result: even higher efficiency, remarkable ride comfort and dynamic performance as well as an impressive range.

As the strengths of plug-in hybrids come to the fore, especially in larger vehicles and on mixed route profiles, Mercedes-Benz is now opting for this powertrain concept from the C-Class upwards. A key advantage in the strategic hybrid initiative is offered by Mercedes-Benz’s intelligent, modular hybrid concept: designed to be scalable, it can be transferred to a large number of rear-wheel drive model series and body styles as well as left- and right-hand drive variants. Hybridisation makes the combustion engine more efficient while delivering a more dynamic performance and greater driving pleasure.

Soon to launch: plug-in diesel hybrid in C- and E-Class

One of the highlights with regard to technology and efficiency promises to be the new plug-in hybrid diesel in the Mercedes-Benz C- and E-Class. Mercedes‑Benz will for the first time pair its state-of-the-art diesel engine with an externally chargeable hybrid system. The combination of the new OM 654 four-cylinder diesel engine with the latest-generation 9G-TRONIC 9-speed hybrid transmission promises to enhance the experience of locally emission-free mobility while at the same time offering emotively appealing driving pleasure. The projected key points are 90 kW electric output, an additional electric torque of 440 Nm and an electric range of around 50 km in the NEDC.

This is made possible in the third hybrid generation also by the new lithium-ion battery, which can store 13.5 kWh of energy. The new on-board charger doubles the charging rate from 3.6 kW to 7.2 kW. A discharged battery can thus be fully recharged in two hours at a wallbox, for example in the convenience of one’s own home. This is possible within around seven hours even at a conventional domestic power socket.

The third-generation hybrid technology supports the driver with further improved, intelligent drive management. Through the extended use of data from the navigation system and information from the camera and the radar sensor, third-generation hybrid vehicles can look ahead, well beyond the driver’s field of vision, and adjust to the specific speed/route profile. Events such as negotiating towns on the way to the destination are taken into account when planning the available electrical energy, and during recuperation and thermal conditioning of the drive components.

In addition to a superlative driving experience with a total torque of 700 Nm, available from as low as 1400 rpm, the new plug-in diesel hybrids will offer added comfort. The high-voltage on-board electrical system supplies not only the powertrain components, but also the electric refrigerant compressor and the high-voltage heater booster. Both allow pre-entry climate control of the interior not only in summer but also in winter.

Flagship of the third hybrid generation: the S 560 e

Also the S 560 e (combined fuel consumption 2.1 l/100 km, combined CO2 emissions 49 g/km) has an all-electric range of around 50 kilometres in the NEDC. This is the model in which the new power electronics, considerably more efficient than the previous generation, made their debut. The hybrid drive in the S 560 e combines the 270 kW (367 hp) of the V6 petrol engine with an electric output of 90 kW.

State-of-the-art diesel: OM 654

The new plug-in diesel hybrids in the C- and E-Class will share the new OM 654 four-cylinder diesel engine. This ultra-modern engine family opens up new dimensions in efficiency. It is the first passenger car diesel engine to use the stepped-bowl combustion process – named after the shape of the combustion bowl in the piston. The innovations also include the combination of an aluminium engine block and steel pistons, as well as the further-improved NANOSLIDE® coating of the cylinder walls. The internal friction has been reduced by around 25 percent. The new engine also benefits from the use of fourth-generation common-rail injection with pressures of up to 2050 bar.

On top of this, the engine is also more compact than its predecessor. All components relevant for efficient emissions reduction are installed directly on the engine. Thanks to the near-engine configuration, exhaust aftertreatment has a low heat loss and excellent operating conditions.

Intelligent operating strategy with ECO Assist

The new hybrids provide the driver with comprehensive assistance in terms of predictive driving and fuel-saving: the driver is prompted when appropriate to come off the accelerator, e.g. because the S-Class is approaching a speed limit, and assisted by innovative functions such as coasting and energy recovery. For this purpose, navigation data, traffic sign recognition and information from the intelligent safety assistants (radar and stereo camera) are linked and processed.

ECO Assist takes the following traffic situations and information into account in its driving recommendations and efficiency strategy:

Route profile (bends, junctions, roundabouts, gradients)

Speed limits

Distance from vehicles ahead.

ECO Assist continuously generates coasting simulations in the background: depending on the state of charge of the battery and the traffic situation, it computes whether the vehicle should ideally be allowed to coast with the lowest possible driving resistance with the driver’s foot off the pedals, or whether it should be decelerated so that the battery can be efficiently charged (energy recovery).

The haptic accelerator helps the driver to achieve an economical and comfortable driving style. A variable pressure point in the pedal, for example, tells the driver that the maximum electric power is being delivered. If the driver continues to press the pedal beyond the pressure point, the combustion engine kicks in. A perceptible resistance in the haptic accelerator advises the driver to take their foot off the accelerator. If the driver follows this recommendation, the combustion engine is switched off and decoupled from the powertrain.

Within the limits of the system, ECO Assist controls the overrun mode according to the situation as soon as the driver takes their foot off the accelerator. The driver is also given a visual prompt to do this: by a “foot off accelerator” symbol in the central display (or, if installed, in the head-up display). At the same time, a diagram gives the driver the reason for the recommendation (e.g. “Junction ahead” or “Gradient ahead”).

To increase the driver’s motivation to follow the recommendations of ECO Assist, the on-board computer records how many kilometres/for how much time during a journey the car was driven with the engine off, and shows this in the central display. The reward not only takes the form of reduced fuel consumption, but also an increased electric range.

Performance to suit the driver’s wishes: four hybrid modes

Depending on the driver’s wishes, four operating modes can be preselected. They are:

HYBRID: Default setting; all functions, such as electric driving, boost and energy recovery, are available and used according to the driving situation and route profile

E-MODE: Electric driving, for example in the city centre. The accelerator signals the pressure point at which the combustion engine is started

E-SAVE: The charged battery is held in reserve to allow driving in all‑electric mode later

CHARGE: The battery is charged while driving.

Third-generation hybrid drive: more powerful, more compact

The third-generation hybrid transmission is based on the 9G-TRONIC automatic transmission. The torque converter, clutch and electric motor are housed in the innovative hybrid drive unit. The compact design was achieved by integrating and connecting the separating clutch, torsional vibration damper and torque converter lockup clutch within the rotor of the electric motor. The torque converter with its powerful and highly efficient hydraulic circuit offers the customary smoothness when pulling away in hybrid mode.

Developed together with Bosch as part of the EM-motive joint venture, the electric motor was specially designed for the 9G-TRONIC plug-in hybrid transmission. The equally new power electronics have allowed further increases in output and torque compared with the second generation. The electric performance of 90 kW and 440 Nm contributes to an effortlessly superior driving feel. The top speed in e-mode has been raised from 130 km/h to 140 km/h.

A key factor in the increase of the electric range to around 50 kilometres is the nominal capacity of the new lithium-ion battery, which has grown to 13.5 kWh, while the size of the battery has remained the same. The evolution of the cell chemistry from lithium-iron-phosphate (LiFePo) to lithium-nickel-manganese-cobalt (Li-NMC) made it possible for the cell capacity to be increased from 22 to 37 Ah. The highly efficient battery system comes from the Daimler subsidiary Deutsche ACCUMOTIVE. The power electronics are housed in the engine compartment.

History: first hybrid on the market as early as 2009

The cornerstone of Mercedes-Benz’s first hybrid generation, the S 400 Hybrid came out in 2009 as a P1 system (electric motor installed directly on the combustion engine) with an electric output of 20 kW. The strengths of the independent hybrid system lay in the efficiency gain from the recovery of braking energy as well as in the enhanced agility thanks to the electric boost, while the hybrid components added little extra weight. The second hybrid generation came in the form of a P2 configuration (electric motor at the transmission input with clutch in between). In the S-Class, an electric output of 20 kW was combined with a petrol engine in the S 400 h and a diesel engine in the S 300 h.

The first plug-in hybrid system from Mercedes-Benz came out in 2014 in the form of the S 500 Plug-In Hybrid. The available installation space was used to house a capacity of 8.7 kWh for an electric range of 33 km in the NEDC. The output of the electric drive was increased to 85 kW/ 340 Nm, which, in combination with the 245 kW six-cylinder petrol engine, made for a performance on a par with that of an eight-cylinder machine.

Plug-in hybrid without combustion engine: GLC F-CELL

The new GLC F-CELL unveiled at the IAA in September 2017 as a preproduction model is also a plug-in hybrid, for, in a world first, innovative fuel cell/battery technologies have been combined. With up to 4.4 kg of hydrogen on board, this GLC produces sufficient energy for a range of up to 437 km in the NEDC (measured in the presence of TÜV). GLC F-CELL drivers will also benefit from an additional range of up to 49 km in the NEDC thanks to the large lithium-ion battery.

New wallbox from Mercedes-Benz: home charging the easy, compact and intelligent way

The new-generation Mercedes-Benz wallbox makes the charging of plug-in hybrids and electric vehicles even more convenient for the customer: with up to 22 kW, the home charging station is more powerful than ever and makes it possible for the first time, among other things, to control various functions from a smartphone. These include charging control, user management and consumption overview.

The new-generation home charging station from Mercedes-Benz also comes in an even more elegant housing design with cable management. It will be available for European customers from summer 2018 – more than 40 other markets will later follow. Customers can choose between three versions: the basic Wallbox Home, the internet-capable Wallbox Advanced and the Wallbox Twin for charging two vehicles at the same time.

The attractiveness of electric vehicles is closely linked to the availability of suitable charging options. Whether at home using a wallbox, while shopping, at work or super-fast on the motorway: the options for supplying electric vehicles with energy are highly varied: the majority of charging will take place at home. With a wallbox, this is not just convenient, but also considerably faster than from a domestic wall socket, because the wallbox allows charging with up to 22 kW. The new third-generation plug-in hybrids from Mercedes-Benz, for example, can take a charging rate of 7.2 kW. This means that such a vehicle can be charged up to four times faster with a wallbox than when charging from a domestic wall socket.

Intelligent charging management by RFID

The intelligent Advanced and Twin wallboxes are internet-capable, with a built-in electricity meter and allow access control by RFID (Radio Frequency Identification). This makes it possible to manage several vehicles of different users, which is especially attractive for fleets – as well as for office communities or apartment buildings. Thanks to intelligent sharing of the charging power by local load management with up to 14 additional wallboxes, there is no need – even if several wallboxes are installed – for expensive upgrading of the existing house connection. The special thing about the Wallbox Twin: it allows two vehicles (each with 11 kW) to be charged simultaneously from the same wallbox. The Home and Advanced wallboxes will be available from summer 2018, with the Twin variant coming out slightly later in the year.

Everything at a glance: the new Wallbox Web App

The new Wallbox Web App makes it possible for charging control, user management, charging statistics and cost-optimised charging to be adjusted very simply from a smartphone. Also optionally available in Europe is a local billing service for company cars as well as Wallbox Sharing with the partners ABL and

[1] The stated values are the “measured NEDC CO2 values” in conformance with Art. 2 No. 2 Implementing Regulation (EU) 2017/1153, which were determined in accordance with Annex XII of Regulation (EC) No. 692/2008. The fuel consumption figures were calculated based on these figures.

Categories: Mercedes


Leave a Reply

24 Comments on "Mercedes To Unveil C-Class & E-Class Plug-In Hybrid Diesels In Geneva"

newest oldest most voted

If there ever was a time for Diesel Hybrids, that time has passed.

Give us “reasonable” gas PHEV instead.

It’s more efficient tgen petrol. Why think trains run diesel electric

The issue is the extreme particle pollution created by diesel engines, not the slightly better fuel efficiency of diesels over gassers.

Diesel pollution kills. The science demonstrating such abounds. Diesel exhaust even affects cognition, and temperment. Studies have shown exposure to diesel exhaust causes a drop in cognition, and causes people to become irritated, and angry.

You can run on Neste HPR bio synthetic diesel, fewer particulates.

No, you can’t because the production is very limited. Well, a few can but that is not an argument for a whole line of vehicles.

The point of having a plug is to reduce our carbon footprint. Why Peg a plug-in Electric with a diesel engine. Diesel engines are the most dirtiest engines on the planet. Electric is one of the cleanest sustainable forms of transportation. These auto manufacturers just don’t get it!

Not if you’re talking coal fired electricity of which Germany has quite a lot and may add more with its nuclear phase out.

Your statement is just as factually wrong as it is grammatically. Diesel engines aren’t fundamentally dirty, in fact they have a significantly better thermal efficiency than Otto-cycle engines because they can run much higher compression ratios. Unfortunately those high compression ratios lead to high combustion temperatures and thus nitrogen oxide production, and the direct injection they use leads to soot production. But good, modern diesels, like MB puts into most of its cars, use exhaust gas recirculation to lower the combustion temperature, SCR with urea injection to neutralise the nitrogen oxides and particle filters to filter the soot out. The problem with diesels isn’t that they’re dirty, it’s that making a clean diesel is bloody expensive. So certain automakers tried to save money by ditching the expensive equipment and just gaming the test [cough, cough, VW, cough]. Incidentally a lot of Otto-cycle [read: gasoline] powered cars are now using direct injection and running higher compression ratios in order to get better efficiency (by mimicking diesels), but now they’re running into the same problems that diesels have, except that they produce way more particulate than any diesel because the diesels have all had particle filters for ages. On a side note,… Read more »

OM654 proved that it’s clean, also in RDE (real driving emissions).

Cool, more diesels. That’s swell..

At this point, I would’ve thought no one would be stupid enough to go near the ‘D’ word anymore. Guess I was wrong.

D word is not poison in EU and if you really want to conplain about Diesel in light vehicles consider all the oversize/overweight US diesel pickup trucks (Oh wait, they’re needed to support American manhood).

No seriously, living in a country where 75% of cars on the road are diesel is not all to pleasant. I’m lucky to live in Dublin where it’s quite windswept on the regular, but when it’s still the pollution does linger. In London, Paris and definitely Brussels, the air most days is irritating. Still hot days are unbearable, especially in multistorey carpark.

Consider yeeselves a tiny tad lucky.

Makes a lot of sense for some use cases.

Diesels are very efficient cruising on the highway.
Electric is clearly the best for stop and go traffic, short commutes, running errands, etc
So for places where the charging infrastructure is immature, this is a great combo for the consumer.

Of course one day the charging infrastructure will be capable of supporting an all BEV market. For the next two decades though, PHEVs are a great option outside of heavily populated areas.

Agreed. And MB have made some good progress on these cars, what with the faster charging and all! But: 7.2kW is still just barely better than glacial, and what the hell are they still doing measuring these cars on the NEDC? This just means they’re still only good for maybe 35km in the real world! That doesn’t even qualify as bare minimum for a car being released in 2018. Might have been acceptable in 2014.

So close, yet so far away…

These are going to be expensive cars… In places where charging tech is immature, there are also no subsidies, and most Mercedes are either their trucks or Diesel taxis.

After it’s been proven a cancer source, diesel micro-particles, it’s time to spend the money on a bigger battery and electric motor.

I’m guessing its a way to try and hold on to their diesel customers as the diesel city bans take effect.

That’s right

I believe that Diesel hybrids make more sense than gas ones. Since Diesel is the best for long range journeys while for commuting, electric is the best.

Gas is just irrelevant.

31 miles AER… perhaps impressive if 5 years ago but for 2018 not so much.

It’s most likely NEDC (WLTP will be coming into official use only in 2019), and these are heavy sedan conversions, not aerodynamic from-scratch BEV designs. More like 16mi AER.

Compare the current Mercedes C350e, which has half the battery capacity (6.4kWh): It gets “0-8” miles AER, which means it can’t even guarantee electric-only for 8 miles, if you stomp the accelerator pedal.

Bottom line, these are BS Euro-compliance cars, not real EVs.

Wavelet nails it.

Too bad they are diesels. DOA.

Desperate attempt at selling a dead technology that has only lived in the first place because of massive lobbying, insane tax incentives and constant brainwashing of the population (I live in France so I know what it’s like to live in a place that STINKS literally every single day of the year and hear brainwashed people keep raving about the “latest-now-clean diesel”)

Diesel tech in cars is a fraud nothing less.