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By Dan Trent
16 April 2008 13:21
You know the green bandwagon has gathered momentum when a horsepower hungry tuner like Brabus turns its attention to eco-friendly models like the Mercedes E300 Bluetec. Coming from a company better known for big-cube, bonkers bhp engine conversions this may be a surprise, but in fact diesel tuning has become a huge part of Brabus’s business.
The Bluetec exhaust treatment has been a key component in Mercedes’ attempt to woo American buyers into diesel cars, and has been offered Stateside in E320 CDI form since 2006. Continental Europe got its own version in 2007, in detuned (read more economical) E300-spec.
So why don’t we get it in this country – especially given the current obsession with emissions? Well, blame our legislators’ simple-minded obsession with CO2 for that. The Bluetec system tackles tailpipe emissions of carbon monoxide, nitrogen oxide and hydrocarbons. But CO2 is a separate matter and so long as our taxation system is driven by this single issue Mercedes sees no market incentive for selling Bluetec cars in the UK.
Given the importance being placed on all matters eco the fact that even the tuners are taking notice is significant. And there’s also a perverse pleasure to be had in driving a mean-looking, ruded-up Benz that also happens to be far more deserving of its green halo than the pious hybrid driving masses might expect.
But there is relevance for UK Merc drivers too. Brabus diesel upgrades have quietly been offered in UK Mercedes dealerships for some time now. And a version of the D6 tweaks on this E300 Bluetec can also be fitted to the familiar E320 CDI we get over here.
Indeed, somewhat surprisingly Brabus boasts of a long history of eco-friendly diesel upgrades, even claiming the first-ever use of a particulate filter on its E V8 diesel of 2001. And it has a full range of PowerXtra upgrades for all diesel Mercs, again available through official Merc dealers. The kit we're testing here adds £1700 to the base price.
Click 'Next' to see what happens when Brabus meets Bluetec
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ing34 says
Torque?
So high torque is more important than horsepower when it comes to overcoming aerodynamic drag? That explains all the tractors in the overtaking lane then!
20 April 2008 11:19
JohnnyBimmer says
Horses for courses
My unber-svelte 335d sounds like a Peugeot taxi on start up for 10mins but gives a quite pleasent grunt with a bit of welly and is silent (refined) the rest of the time. On the motorways at 80-180mph from my experience 444bhp/444lb torque versus 290bhp/428lb torque there's not a lot of difference. The higher bhp gives an edge but the equal torque figures is what counts. The torque curve is the opposite of the bhp and fun curve, to ride on a gear to the top, squeezing and moving to the next level. Diesel gives you the wallop early then fizzles out as you ride along it. In short diesel hasn't go the fun factor (or the sound effects) of petrol and is a different style of driving. But if your trade is up and down autobahns riding on the colossal wallop of torque is the business end of the deal (and lighter on the wallet) but I do miss my petrol days... sometimes.
19 April 2008 11:28
jer says
..
Indeed Johnny in gear acceleration, we have no figures but is it appreciabely faster in gear than the standard version? In terms of air/drag an e-class is pretty slippery (0.26) if also heavy. I have driven new 330ds yes it's fun wallop the accelerator. I just struggle with most diesels they are'nt progressive enough and the sound outside makes for a pained expression.
19 April 2008 08:16
Barnstormer
Jer, it depends where you want your power or torque and where you plant your foot. Putting urban driving aside if you like your A and B roads with curves then power is racier and gives alot more fun. But if you ply your trade up and down dual-carriages and motorways (as this E-Class is built for) torque pulls like a train compared to the 'lightweight' power curve. Power is better for 0-60's but torque pushes you like a bull in the big numbers, when the air wall hits your cars nose past 70mph. At that point 400lb of torque wallops 400bhp for in-gear acceleration because grunt, not acceleration matters in the big numbers where the air wall starts pushing against your bonnet.
18 April 2008 22:52
Torque Talk
435/450lb ft huge but does all this extra torque translate into expected all out performance? I'm no power train engineer but it seems the benefit of extra torque dimish/flattens > than BHP after a point dependant on a cars characteristics, weight etc. My bet is 398lb ft is sufficient, the 3 tenths better to sixty comes from the extra 47 bhp.
18 April 2008 07:55
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