I'm sure you meant I-6 versus a V-6. However, isn't the 2006 E320 an inline six diesel?

1995
217bhp@5500 rpm; 232 ft/lb@3850 rpm; curb weight 3605

2005
221bhp@5600 rpm; 232 ft/lb@3000 rpm; curb weight 3691

If you are referring to a comparison of gas engine models, no.

The 2006 V6 gas model is the E350 with a DOHC 268 hp engine.

The above is correct as the only US model designated the E320 in 2006 is the straight 6 diesel engine.

__________________
Ali Al-Chalabi

2001 CLK55
1999 Dodge Ram 2500 Cummins Diesel
2002 Harley-Davidson Fatboy
Merlin Extralight w/ Campy Record

sorry about that typo, I thought the 05 e320 CDI only had 201hp? then again, which 05 model where you talking about?

The 2005 model is the gasoline engined E320, which was replaced in 2006 by the E350.

I couldn't find the mbshop thread, but did stumble across this:

http://groups.google.com/group/rec.autos.tech/browse_thread/thread/25fd7e927f06ee65/c5e9f3b508a367d7?lnk=st&q=Do+Inline+6+cylinder+engines+last+longer+than+V6+engines%3F&rnum=14&hl=en#c5e9f3b508a367d7

An inline 6 is more "naturally" balanced, and you will probably never feel a smoother engine than your 104.

The V's have addressed this with counterbalancers, and aren't too shaky these days.

On top, I'm also lookin' at the small torque @ rpm being offset by vehicle weight.

1995
217bhp@5500 rpm; 232 ft/lb@3850 rpm; curb weight 3605

2005
221bhp@5600 rpm; 232 ft/lb@3000 rpm; curb weight 3691


As well, the Ford 200 cu in L6 was attractive to my W123 coupe planning because of extremely weight, its ability to hit 7000 red line with light Ford production pistons, and facility to install a turbocharger (intake/exhaust same location). But then I said to myself... W110... cross flow DOHC hemi? wassa problem there?

So straight sixes with 7 main bearings rule rwd fore-aft six cylinder installations, is what I see.

All else is jigged to favour the v6 or v8.

It's not just the perfect natural balance of an inline-6 that makes it smoother than a V6 in terms of engine vibrations.

An inline-6 has a regularly-spaced firing order of the cylinders, i.e., once every 120degrees rotation of the crank. This has 2 effects:

- the torque delivery over the crankshaft is smoother (v-sixes need might need higher flywheel mass and/or harmonic dampers to smoothen this out)

- the exhaust pulses are smoother (nothing sounds like an inline-six at high rpm)

Looks like a wash to me in the engine bay. What are the overall gears... drop in some hotrod ratio and you will have it it all departments except crossing the desert at noon and passing the fueling station.

I've always heard that the inline design is inherently more reliable than the V configuration -- better crankshaft bearings. I imagine it's a tad heavier per liter.

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Te futueo et caballum tuum

1986 300SDL, 362K
1984 300D, 138K