Mercedes-Benz AMG GT
06-13-14, 08:39 PM
#46
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Mercedes-AMG GT officially confirmed with 510 PS twin-turbo V8 4.0-liter engine [video]
http://www.worldcarfans.com/11406137...-ps-twin-turbo
http://www.worldcarfans.com/11406137...-ps-twin-turbo
06-15-14, 08:54 AM
#47
Mercedes-AMG GT spied testing on the Nurburgring [video]
Packs 510 PS
A prototype of the Mercedes-AMG GT has been spied undergoing testing on the Nürburgring ahead of a full reveal set for this fall.
Mercedes-Benz and AMG are putting the finishing touches on the all-new "GT" which will try to fill in the void left by the larger and more expensive SLS AMG. Set to go on sale next March, the model will be powered by a brand new V8 4.0-liter twin-turbo engine outputting 510 PS (375 kW) and 650 Nm (479 lb-ft) of torque.
The prototype seen here is dressed in a full body camouflage but it's easy to notice it will have conventional doors instead of SLS' gullwing setup. The company has already said the AMG GT will have a "muscular, never ending front" combined with a "staggeringly beautiful rear." It will utilize an aluminum space frame which will grant a "true lightweight" package for what will be "an all-rounder with extremely sport aspirations."
Among the many teaser photos released so far, Mercedes-Benz has also provided a quick glimpse of the interior cabin which will boast a two-tone red & black upholstery combined with an Alcantara roofliner, carbon fiber trim and a three-spoke flat-bottomed steering wheel featuring aluminum inserts.
The 2015 Mercedes-AMG GT will be officially revealed this October at the Paris Motor Show.
A prototype of the Mercedes-AMG GT has been spied undergoing testing on the Nürburgring ahead of a full reveal set for this fall.
Mercedes-Benz and AMG are putting the finishing touches on the all-new "GT" which will try to fill in the void left by the larger and more expensive SLS AMG. Set to go on sale next March, the model will be powered by a brand new V8 4.0-liter twin-turbo engine outputting 510 PS (375 kW) and 650 Nm (479 lb-ft) of torque.
The prototype seen here is dressed in a full body camouflage but it's easy to notice it will have conventional doors instead of SLS' gullwing setup. The company has already said the AMG GT will have a "muscular, never ending front" combined with a "staggeringly beautiful rear." It will utilize an aluminum space frame which will grant a "true lightweight" package for what will be "an all-rounder with extremely sport aspirations."
Among the many teaser photos released so far, Mercedes-Benz has also provided a quick glimpse of the interior cabin which will boast a two-tone red & black upholstery combined with an Alcantara roofliner, carbon fiber trim and a three-spoke flat-bottomed steering wheel featuring aluminum inserts.
The 2015 Mercedes-AMG GT will be officially revealed this October at the Paris Motor Show.
06-15-14, 08:24 PM
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apparently they just took 2 CLA/GLA45 amg engines and put them together. Usually with turbo engines, the torque is available at low RPM. Wonder why peak hp and torque numbers arrive at such high RPMs. Also 510 horsepower doesn't seem like a lot. Mercedes has been focusing a lot on reducing weight so maybe they did an good job on the GT
06-16-14, 04:34 AM
#49
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apparently they just took 2 CLA/GLA45 amg engines and put them together. Usually with turbo engines, the torque is available at low RPM. Wonder why peak hp and torque numbers arrive at such high RPMs. Also 510 horsepower doesn't seem like a lot. Mercedes has been focusing a lot on reducing weight so maybe they did an good job on the GT
You're right though, 510hp doesn't seem like a lot given MB's more powerful motors found elsewhere. I'm glad they're trying hard to reduce weight to compensate.
06-16-14, 06:55 AM
#50
I just spent this past weekend at the AMG driving academy and had dinner with the western region AMG rep and he told me the hp for the initial GT release is set intentionally low to allow them room to offer higher hp models like the s-series and black series later on. While he wouldn't reveal how much the engine is truly capable of, he did state there is a lot of headroom available for more power.
06-16-14, 09:45 PM
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I just spent this past weekend at the AMG driving academy and had dinner with the western region AMG rep and he told me the hp for the initial GT release is set intentionally low to allow them room to offer higher hp models like the s-series and black series later on. While he wouldn't reveal how much the engine is truly capable of, he did state there is a lot of headroom available for more power.
06-27-14, 01:43 PM
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Find Out What Top Gear Had to Say About the AMG GT S
Charlie Turner over at Top Gear gets up close and personal with AMG’s 911/F-Type rival for the first time. Find out what they had to say below.
What is it?
Short answer? It’s AMG’s 911/Jaguar F-Type rival. The rather longer response is that it’s an all-new sports car developed from the ground up by AMG.
With the last pair of SLSes rolling off the production line this month, this is AMG’s first foray into the core sports car market currently occupied by the iconic 911 and the achingly beautiful F-Type.
The car we’re up close and personal with today is the ‘GT S’ (a less powerful ‘GT’ will arrive later in the production cycle), powered by an all-new 4-litre twin-turbo V8 producing a not-inconsiderable 510bhp and 480lb/ft (so think 911 Turbo and F-Type V8S). And yes, that’s supplied exclusively to the rear wheels.
No massive 6.3-litre, naturally-aspirated V8 then?
True, AMG’s history was built on naturally-aspirated V8 excellence, but in recent years the company has proved that you can downsize, add turbos, increase efficiency and still deliver an apocalyptic soundtrack that makes the hairs on the back of your neck stand to attention. The A45 proved that it can do AWD too, so it’s fair to say AMG is a brand on a technological roll right now.
OK, but what does it sound like?
On start up there’s a guttural V8 rumble inside the cabin that’s pure AMG, and from the outside it barks into life with the exhaust baffles open, just to make sure everyone in the area knows you mean business. At tickover it thumps like its legendary ancestors, and when driven hard in race mode it pops and bangs on the overrun. At full throttle you can still hear the V8 pounding over the blast furnace rush of the exhaust. It’s brilliant.
What does it look like in the flesh?
Think truncated SLS in the proportions. The AMG GT S takes the SLS platform and shortens the wheelbase by 50mm and edits the mass of bodywork, reducing the overall length by 70mm. Purposeful stance though: the GT S is still as wide as its big brother at 1939mm. The styling is by Mercedes Head of Design Gordon Wagener, and if you squint you can just about make out the basic shape through the dayglo disguise. It’s pure AMG Mercedes from the front three-quarter, with the long bonnet and cab-back design, and a neat, short rear. It’s simple, uncluttered and even in disguise, very attractive.
So what’s the disguise all about? Is the car finished, and how did you get past security?
The disguise is because the car isn’t ready for its public debut just yet. Apparently the GT S is 98 per cent finished, but speaking to Tobias Moers (AMG Boss, lead driver for today and the reason I’ve not been kicked out by stern men in security uniforms) there’s still some work to do on low grip calibration, and other last-micron finessing. But don’t let the disguise fool you, this car is the real deal. I’m here because busting into 911/F-Type territory is a tough ask, and Moers is clearly hugely proud of what AMG has created. He can’t wait to show it off. That confidence is part of what makes AMG such an infectious brand: these are car people, whose history lies in racing and constant competition to be the best. If it bears the AMG roundel, then it has to be the best it can be.
Before you get into the dynamics, what’s it like on the inside?
Drop in through the now regular door (no gullwings, this is a more ‘everyday’ AMG than the SLS) and it immediately feels like a serious player. Carbon fibre melds with leather and proper, cold-to-the-touch aluminium, all finished with characteristic handcrafted detail and accuracy.
The central tunnel features eight buttons in a reference to the engine configuration: top left is the dynamic control to swap between comfort, sport, sport plus and race, with an additional individual setting which allows you to store your own personalised preferences. The other buttons allow you to override AMG’s optimised settings individually, so should you wish to mess with the suspension, traction control, exhaust and the rest, you simply press the relevant button on the tunnel and personalise your experience.
Our test car came fitted with the optional glass roof, too – which helps with a feeling of space. Dials, graphics and other info-sources borrow heavily from the Mercedes mothership, all personalised by AMG with their own colour palette and graphics. Even the Burmeister stereo is exceptional, something Moers is keen to demonstrate with the help of AC/DC. Which seems appropriate, somehow.
It’s relatively practical too: the GT S is a hatchback which pops to reveal a boot more than big enough to take a weekend’s luggage, or the automotive industry’s ubiquitous benchmark of two sets of golf clubs. But unlike the 911 there’s no occasional seating in the rear. The GT S is a pure two-seater.
What other trick stuff is there?
The car that we have at our disposal today has the optional dynamic package, which adds carbon-ceramic brakes and an actively-mounted engine and gearbox. By mounting the drivetrain on four magnetorheological mounts (two for the front-mid-mounted engine and two for the gearbox at the back) the GTS actively counterbalances its mass when cornering.
Drivetrains are traditionally mounted on rubber bushes, to reduce vibration through the vehicle, but NVH-friendly bushes flex and affect turn-in as the drivetrain weight shifts. By making the mounts active, the car’s ECU is able to stiffen and slacken them as required and the big, inertia-filled lump in the middle of the car can be made to react to driving demands. It’s designed to deliver quiet, comfortable cruising on the motorway, and sharp reactions when you need them.
What it’s like on the road?
I’ve now been relocated to the passenger seat, and Moers fires the GT S up with its dramatic grumble. We drive out onto a damp-but-drying Papenburg test facility, initially heading onto the road circuit which features exact replicas of the very worst German roads, scanned and recreated in the test facility.
The GT S feels solid and purposeful. Its impressive ride quality soaks up what is literally the worst road in Germany. We turn off the B-road test route and enter the high-speed bowl, the GTS building speed effortlessly and the familiar AMG engine noise gradually replaced by the hurricane blast of the exhaust note.
We quickly reach our cruising speed of 155mph on the 49.7- degree banking, with Moers enthusing about the lack of wind noise.
After a couple of high-speed laps we relocate to an exact replica of the Hockenheim Ring that nestles in the centre of this huge testing facility. And it’s here that the GT S comes to life. On the drying circuit, the car’s ability to effectively distribute 510bhp through its rear tyres is mighty, as is the predictability with which it breaks away if provoked.
Moers piles into corners ever later on the brakes, and is back on the throttle earlier and earlier as the GT S squats and fires out and onto the next. More drama? Simply apply more throttle earlier, and it’ll drift on demand. Older AMGs were hamstrung by their occasionally recalcitrant gearboxes, but the GTS’s 7-speed twin-clutch fires ratios at the frantic V8 almost instantaneously, up there with the best ‘boxes on the market. As the laps accumulate, the GT S’s combination of power, grip and composure deliver devastatingly fast lap times.
What’s clear from our day in this top secret skunkworks is that the AMG GT S is the very distillation of all that’s good, all that we love about the singularity of approach of the men in Affalterbach. The 911 and F-Type should be very worried indeed…
When do we see it for real?
The interweb is rife with speculation about timings for the actual reveal, the most popular theory being around the Paris Motorshow in September. But this is a big car for AMG, so we’d put our money on a more personal launch at AMG headquarters to allow the GT to make headlines in advance of the show.
http://www.emercedesbenz.com/autos/m...-the-amg-gt-s/
Charlie Turner over at Top Gear gets up close and personal with AMG’s 911/F-Type rival for the first time. Find out what they had to say below.
What is it?
Short answer? It’s AMG’s 911/Jaguar F-Type rival. The rather longer response is that it’s an all-new sports car developed from the ground up by AMG.
With the last pair of SLSes rolling off the production line this month, this is AMG’s first foray into the core sports car market currently occupied by the iconic 911 and the achingly beautiful F-Type.
The car we’re up close and personal with today is the ‘GT S’ (a less powerful ‘GT’ will arrive later in the production cycle), powered by an all-new 4-litre twin-turbo V8 producing a not-inconsiderable 510bhp and 480lb/ft (so think 911 Turbo and F-Type V8S). And yes, that’s supplied exclusively to the rear wheels.
No massive 6.3-litre, naturally-aspirated V8 then?
True, AMG’s history was built on naturally-aspirated V8 excellence, but in recent years the company has proved that you can downsize, add turbos, increase efficiency and still deliver an apocalyptic soundtrack that makes the hairs on the back of your neck stand to attention. The A45 proved that it can do AWD too, so it’s fair to say AMG is a brand on a technological roll right now.
OK, but what does it sound like?
On start up there’s a guttural V8 rumble inside the cabin that’s pure AMG, and from the outside it barks into life with the exhaust baffles open, just to make sure everyone in the area knows you mean business. At tickover it thumps like its legendary ancestors, and when driven hard in race mode it pops and bangs on the overrun. At full throttle you can still hear the V8 pounding over the blast furnace rush of the exhaust. It’s brilliant.
What does it look like in the flesh?
Think truncated SLS in the proportions. The AMG GT S takes the SLS platform and shortens the wheelbase by 50mm and edits the mass of bodywork, reducing the overall length by 70mm. Purposeful stance though: the GT S is still as wide as its big brother at 1939mm. The styling is by Mercedes Head of Design Gordon Wagener, and if you squint you can just about make out the basic shape through the dayglo disguise. It’s pure AMG Mercedes from the front three-quarter, with the long bonnet and cab-back design, and a neat, short rear. It’s simple, uncluttered and even in disguise, very attractive.
So what’s the disguise all about? Is the car finished, and how did you get past security?
The disguise is because the car isn’t ready for its public debut just yet. Apparently the GT S is 98 per cent finished, but speaking to Tobias Moers (AMG Boss, lead driver for today and the reason I’ve not been kicked out by stern men in security uniforms) there’s still some work to do on low grip calibration, and other last-micron finessing. But don’t let the disguise fool you, this car is the real deal. I’m here because busting into 911/F-Type territory is a tough ask, and Moers is clearly hugely proud of what AMG has created. He can’t wait to show it off. That confidence is part of what makes AMG such an infectious brand: these are car people, whose history lies in racing and constant competition to be the best. If it bears the AMG roundel, then it has to be the best it can be.
Before you get into the dynamics, what’s it like on the inside?
Drop in through the now regular door (no gullwings, this is a more ‘everyday’ AMG than the SLS) and it immediately feels like a serious player. Carbon fibre melds with leather and proper, cold-to-the-touch aluminium, all finished with characteristic handcrafted detail and accuracy.
The central tunnel features eight buttons in a reference to the engine configuration: top left is the dynamic control to swap between comfort, sport, sport plus and race, with an additional individual setting which allows you to store your own personalised preferences. The other buttons allow you to override AMG’s optimised settings individually, so should you wish to mess with the suspension, traction control, exhaust and the rest, you simply press the relevant button on the tunnel and personalise your experience.
Our test car came fitted with the optional glass roof, too – which helps with a feeling of space. Dials, graphics and other info-sources borrow heavily from the Mercedes mothership, all personalised by AMG with their own colour palette and graphics. Even the Burmeister stereo is exceptional, something Moers is keen to demonstrate with the help of AC/DC. Which seems appropriate, somehow.
It’s relatively practical too: the GT S is a hatchback which pops to reveal a boot more than big enough to take a weekend’s luggage, or the automotive industry’s ubiquitous benchmark of two sets of golf clubs. But unlike the 911 there’s no occasional seating in the rear. The GT S is a pure two-seater.
What other trick stuff is there?
The car that we have at our disposal today has the optional dynamic package, which adds carbon-ceramic brakes and an actively-mounted engine and gearbox. By mounting the drivetrain on four magnetorheological mounts (two for the front-mid-mounted engine and two for the gearbox at the back) the GTS actively counterbalances its mass when cornering.
Drivetrains are traditionally mounted on rubber bushes, to reduce vibration through the vehicle, but NVH-friendly bushes flex and affect turn-in as the drivetrain weight shifts. By making the mounts active, the car’s ECU is able to stiffen and slacken them as required and the big, inertia-filled lump in the middle of the car can be made to react to driving demands. It’s designed to deliver quiet, comfortable cruising on the motorway, and sharp reactions when you need them.
What it’s like on the road?
I’ve now been relocated to the passenger seat, and Moers fires the GT S up with its dramatic grumble. We drive out onto a damp-but-drying Papenburg test facility, initially heading onto the road circuit which features exact replicas of the very worst German roads, scanned and recreated in the test facility.
The GT S feels solid and purposeful. Its impressive ride quality soaks up what is literally the worst road in Germany. We turn off the B-road test route and enter the high-speed bowl, the GTS building speed effortlessly and the familiar AMG engine noise gradually replaced by the hurricane blast of the exhaust note.
We quickly reach our cruising speed of 155mph on the 49.7- degree banking, with Moers enthusing about the lack of wind noise.
After a couple of high-speed laps we relocate to an exact replica of the Hockenheim Ring that nestles in the centre of this huge testing facility. And it’s here that the GT S comes to life. On the drying circuit, the car’s ability to effectively distribute 510bhp through its rear tyres is mighty, as is the predictability with which it breaks away if provoked.
Moers piles into corners ever later on the brakes, and is back on the throttle earlier and earlier as the GT S squats and fires out and onto the next. More drama? Simply apply more throttle earlier, and it’ll drift on demand. Older AMGs were hamstrung by their occasionally recalcitrant gearboxes, but the GTS’s 7-speed twin-clutch fires ratios at the frantic V8 almost instantaneously, up there with the best ‘boxes on the market. As the laps accumulate, the GT S’s combination of power, grip and composure deliver devastatingly fast lap times.
What’s clear from our day in this top secret skunkworks is that the AMG GT S is the very distillation of all that’s good, all that we love about the singularity of approach of the men in Affalterbach. The 911 and F-Type should be very worried indeed…
When do we see it for real?
The interweb is rife with speculation about timings for the actual reveal, the most popular theory being around the Paris Motorshow in September. But this is a big car for AMG, so we’d put our money on a more personal launch at AMG headquarters to allow the GT to make headlines in advance of the show.
http://www.emercedesbenz.com/autos/m...-the-amg-gt-s/
07-25-14, 10:36 AM
#56
Mercedes details 4.0L twin-turbo V8 for AMG GT
Gallery:
http://www.autoblog.com/photos/merce...photo-2797126/
Official Press:
http://www.autoblog.com/2014/07/25/m...g-gt-official/
http://www.autoblog.com/photos/merce...photo-2797126/
Official Press:
The new AMG 4.0-litre V8 biturbo engine: Powerful, innovative and efficient
Affalterbach. Mercedes-AMG presents a new technological masterpiece: the AMG 4.0-litre V8 biturbo engine is a new development at the sporting heart of the new Mercedes-AMG GT car. This innovative eight-cylinder unit stands out for its sublime power delivery, the purposeful lightweight construction, as well as its high efficiency and environmental compatibility. With peak power of up to 375 kW (510 hp) and maximum torque of up to 650 Nm the new AMG V8 delivers motorsport-inspired performance. The new sports car engine follows in an impressive V8 tradition that started in 1967 with the M100 in the legendary 300 SEL 6.8 AMG racing car and continues with trendsetting features of the future.
Powerful V8 engines have long been a core competence at AMG, the performance brand from Mercedes-Benz. Innovative and exciting high-performance engines come out of the location in Affalterbach. On this occasion, Mercedes-AMG GmbH is entirely responsible for both development and production.
Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH: "V8 engines are an integral part of the AMG philosophy and the brand's commitment to 'Driving Performance'. The V8 biturbo engine for our new GT is going to delight our customers!"
Christian Enderle, Head of Engine and Powertrain Development at Mercedes-AMG: "The new AMG 4.0-litre V8 biturbo sees us presenting an exciting and powerful sports car engine which, thanks to a number of measures, also represents the next step in efficiency."
First sports car engine with 'hot inside V' and dry sump lubrication
The new AMG V8 engine has two turbochargers which are not mounted on the outside of the cylinder banks but rather inside the V configuration – experts call it a 'hot inside V'. The benefits are a compact engine design, an optimum response and low exhaust gas emissions. Dry sump lubrication allows the engine to be installed lower, which moves the centre of gravity closer to the road and forms the basis for high lateral acceleration. The M178 (in-house designation) from AMG is thus the world's first sports car engine with hot inside V and dry sump lubrication. With a dry weight of 209 kg the new AMG V8 is also the lightest engine in its competitive segment.
The new AMG M178 V8 engine at a glance:
Cylinder arrangement
V8
Cylinder angle
90°
Valves per cylinder
4
Displacement
3982 cc
Bore x stroke
83.0 x 92.0 mm
Cylinder spacing
90 mm
Compression ratio
10.5 : 1
Output
375 kW (510 hp) at 6250 rpm
Output per litre
94.2 kW/litre
128 hp/litre
Max. torque
650 Nm at 1750 – 4750 rpm
Torque per litre
163.2 Nm/litre
Maximum engine speed
7200 rpm
Maximum charge pressure
1.2 bar
Peak pressure
130 bar
Engine weight (dry)
209 kg
Emissions standard
Euro 6
Superior power delivery and motorsport-inspired performance
As the latest member of the Mercedes-Benz BlueDIRECT engine family, the AMG M178 stands out for its superior power delivery and motorsport-inspired performance. It boasts an emotive and unmistakable AMG V8 engine sound, along with an immediate response and high pulling power. The torque curve is synonymous with good driveability: the peak of 650 Nm is available in the broad range from 1750 to 4750 rpm.
With a displacement of 3982 cc, in terms of technology the V8 is closely related to the AMG 2.0-litre turbo engine in the A 45 AMG, CLA 45 AMG and GLA 45 AMG, which is currently the most powerful, series-production four-cylinder engine in the world. Both AMG engines have the same bore/stroke ratio, guaranteeing high revving ability. Mixture formation comes courtesy of third-generation direct petrol injection with piezo injectors. The highly efficient and economical AMG 4.0-litre, V8 biturbo engine meets the Euro 6 emissions standard and the maximum particulate emissions level that takes effect in 2016.
Cylinder bore liners featuring NANOSLIDE® technology
The aluminium crankcase is produced using sand casting technology and features a closed deck design. This ensures extreme strength whilst keeping the weight as low as possible, and enables high injection pressures of up to 130 bar. The cylinder bore surfaces feature NANOSLIDE® technology which makes them twice as hard as conventional cast-iron linings.
NANOSLIDE® was developed by Daimler starting in the year 2000 and has so far been used in over 200,000 engines since 2006. The first unit with NANOSLIDE® technology was likewise an AMG V8: the extremely successful predecessor to the new AMG 4.0-litre biturbo. The application scope for this multi-award-winning technology has been continually widened. Since the start of the 2014 race season it is also being deployed in the new Mercedes F1 V6 turbo engine.
'Spectacle honing' is another measure to reduce friction and therefore consumption: in this complex process, the cylinder liners receive their mechanical surface treatment when already bolted in place. A jig resembling spectacles is bolted to the crankcase in place of the cylinder head mounted later. Any cylinder warpage that might occur during final assembly is therefore taken into account or eliminated as the cylinder liners are honed. This has advantages in terms of both durability and oil consumption. The new AMG V8 has forged aluminium pistons featuring a lightweight design and high strength. A low-friction piston ring package reduces fuel and oil consumption.
Dry sump lubrication for high lateral acceleration
Thanks to the use of dry sump lubrication, a conventional oil pan is redundant. Already installed low down, the engine could thus be dropped by a further 55 millimetres. This lowers the vehicle's centre of gravity, which is ideal for a sports car with extremely high lateral dynamics. In addition to improved agility, dry sump lubrication ensures direct oil extraction from the crankcases for optimal engine lubrication, even at high speeds on bends.
In the M178, dry sump lubrication deploys a suction pump, a pressure pump and an external oil tank with a capacity of 12 litres. The system circulates nine litres of engine oil in total. The oil suction pump extracts oil directly from the crankcases, cylinder heads and valve body assembly and delivers it to the external oil tank at a pump output of up to 250 litres per minute. Lubricant remains there for just five seconds before being pumped back around the high-performance engine. Efficient engine oil suction improves engine efficiency further. On-demand control of the pressure oil pump takes into account the engine rpm, temperature and load characteristics stored by the control unit. Made of plastic, the oil pan bottom section and oil tank are proof of a commitment to lightweight construction.
Cylinder heads with zirconium alloy
The cylinder heads in the AMG 4.0-litre, V8 biturbo engine are made of a zirconium alloy for maximum temperature resistance and thermal conductivity. Four overhead camshafts control a total of 32 valves. Camshaft adjustment on the inlet and outlet side enables an excellent response and optimises the gas cycle for each operating point. Optimised valve springs and the low-friction valve gear with cam followers deliver further fuel savings.
Direct injection with spray-guided combustion
A combination of biturbocharging and direct petrol injection with spray-guided combustion increases thermodynamic efficiency, thereby reducing fuel consumption and exhaust gas emissions. Particularly fast and precise piezo injectors spray the fuel at high pressure into eight combustion chambers. Multiple injection occurs on-demand, ensuring a homogeneous fuel/air mixture. The delivery of fuel is electronically controlled and fully variable for a fuel pressure between 100 and 200 bar.
Biturbocharging with 'hot inside V'
Unlike the previously conventional approach, both exhaust gas turbochargers in the new M178 are located inside the 'hot inside V' configuration rather than on the outside of the cylinder banks. The advantages of this layout are that the V8 engine is considerably more compact, which enables optimum weight distribution between the front and rear axle, as well as the low installation position. The 'hot inside V' also optimises the supply of fresh air to both exhaust gas turbochargers. Electronically controlled blow-off valves ensure a very immediate and direct response. The maximum charge pressure is 1.2 bar; the turbochargers have a maximum speed of 186,000 revolutions per minute. For combustion purposes, 2.3 times more oxygen atoms are pressed into the turbocharged engine as would be the case in a naturally aspirated engine. The two firewall catalytic converters in thin-walled ceramic material positioned down from the exhaust gas turbochargers respond very quickly due to their close-coupled configuration. In conjunction with two metal, underfloor catalytic converters, the M178 delivers effective emission control.
Sports exhaust system with variable exhaust flaps
Excitement, emotive appeal and recognition value: at Mercedes-AMG engine sound is an important target during development. The new GT has a sports exhaust system with fully variable exhaust flaps. This gives the driver the ability to vary the engine sound: depending on the selected mode they may experience the new AMG V8 with a focus on comfort and relaxed, long-distance journeys or with a more emotive, motorsport-inspired touch. The M178 has its own tonal characteristics which denote the GT's membership of the AMG family but that also distinguish it from all other high-performance cars.
There is an exhaust flap on either side of the rear silencer which is actuated variably on a logic-controlled basis depending on the transmission mode, driver's power requirement and the engine speed. At low loads and engine rpm the flaps remain closed. This causes the exhaust gases to cover a longer distance and flow through an additional damping element so that the engine sound is pleasantly subdued and irritating frequencies are effectively suppressed. When the driver accelerates, the flaps progressively open so that although some of the exhaust gases cover the longer, acoustically dampened distance, most travel the shorter distance. Under full load at higher engine speeds, both flaps are fully opened, thus allowing the occupants to enjoy the powerful sound typical of an AMG V8. In short, they are left in no doubt as to the performance potential of the 375 kW (510 hp) eight-cylinder biturbo engine.
Efficient cooling of charge air, water and engine oil
For optimum power output even when outside temperatures are high, Mercedes-AMG uses indirect air/water intercooling. The charge air cooler has a separate, low-temperature water circuit. Due to the optimised throughflow profile for the intercooler, the maximum intake air temperature is 180 degrees Celsius. The low-temperature cooler with its water circuit ensures that the intake air compressed by the turbochargers cools down effectively before it enters the combustion chambers, and maintains a consistently low intake temperature even under full load. A large radiator at the car's front end ensures controlled cooling of the water circulating in the low-temperature circuit. Extremely short charge-air ducting makes for optimum responsiveness.
The engine coolant is cooled using the particularly efficient cross-flow principle and there is a three-phase thermostat to warm coolant faster. Because the water pump is driven by a timing chain rather than the usual poly-V-belt, a simplified belt drive system is used with less clamping force. The advantages: less loss of drive power. With a rated flow of 420 litres, the water pump conveys the equivalent of more than two full bathtubs per minute.
An external engine oil cooler in the front apron of the Mercedes-AMG GT helps with heat management for the V8 engine. A two-stage, controlled oil pump circulates the engine oil: it varies the flow rate depending on load and engine speed requirement, thereby benefiting fuel economy. At high engine speeds more than 1.0 litre of engine oil per second flows through the oil lines and ducts. To save on weight numerous oil and water lines are made of aluminum.
Sophisticated solutions are also deployed on the engine's periphery:
Separate cooling-air flow for the exhaust gas turbochargers under high thermal load
Active engine mounts for excellent lateral dynamics with no loss of comfort
Auxiliary units efficiently powered by two short, low-friction belts with four grooves. Intelligent positioning of auxiliary units virtually neutralises belt forces on the crankshaft.
Two-mass flywheel with centrifugal pendulum prevents torsional vibration on the drive line for a smooth ride.
ECO start/stop function and alternator management to save fuel.
High-tech test benches for engines with over 470 kW
There are nine high-tech test stations in Affalterbach on which AMG engines with an output exceeding 470 kW and more than 1000 Nm undergo dynamic testing. These test facilities are able to simulate a very wide range of road and environmental conditions to reproduce any conceivable type of operation. Cold or hot starting, mountain passes, stop-and-go traffic or fast laps on the North Loop of the Nürburgring – the engines are required to give their utmost. Even different intake air temperatures and densities can be computer controlled.
Function and endurance benchtesting for the highest quality
The goal of the detailed bench tests is to verify the performance of all engine components, including the peripheral units. All measurement data for the engines examined is systematically compared and evaluated using reproducible test methods. The functional tests are accompanied by endurance testing. To ensure the very highest quality standards over their entire operating life, new AMG engines are required to undergo several thousand hours of endurance testing.
Extensive trials in every climatic zone on earth
Simultaneously the first test engines undergo intensive testing in practical trials. The standardised test programme at Mercedes-AMG includes all climatic zones and route profiles from the icy cold of northern Sweden to the merciless heat of Death Valley (USA), from fast laps on the North Loop of the Nürburgring and high-speed circuits in Nardo (Italy) and Papenburg to stop-and-go city traffic during rush hour. This programme makes the very highest demands on the day-to-day practicality, reliability and long-term durability of new generations of engine.
A tradition of hand-built excellence: "one man, one engine"
The AMG 4.0-litre, V8 biturbo engine is being made in Affalterbach according to the "one man, one engine" principle. In the AMG engine shop highly qualified fitters assemble the high-performance engines by hand according to the strictest quality standards. The fitter's signature on the AMG engine plate attests to this exclusive type of engine production and indicates maximum quality and technology transfer from motorsport – from Formula 1 and the DTM to customer sport activities in the SLS AMG GT3.
Long tradition of powerful AMG V8 engines
Powerful eight-cylinder engines are an inseparable part of Mercedes-AMG's history. Established in 1967, the company caused a stir with the 300 SEL 6.8 AMG which succeeded in taking second place at the 24-hour race in Spa-Francorchamps (Belgium) in 1971 for a class victory. The AMG racing saloon was technically based on the Mercedes-Benz 300 SEL 6.3 with the M100 V8 engine. With an engine output of 184 kW (250 hp) at 4000 rpm and a top speed of 220 km/h, this luxury saloon was Germany's fastest regular production car at the time. Classic tuning as well as an enlarged displacement from 6330 to 6835 cc resulted in an increase in output to 315 kW (428 hp) at 5500 rpm and in torque from 500 to 608 Nm.
Another important engine in the AMG story was the M117, its first eight-cylinder unit with a four-valve-per-cylinder design. With a displacement of 5.6 litres, 265 kW (360 hp) and 510 Nm of torque, this V8 accelerated the 300 CE 5.6 AMG to a top speed of 303 km/h. In 1987 this made the coupé the fastest German car in series production, and American AMG fans reverently christened it "The Hammer".
The supercharged AMG 5.5-litre V8 of 2001 is another milestone in the history of AMG engine development: the M113 K delivered up to 428 kW (582 hp) and 800 Nm of torque. The supercharged AMG 5.5-litre V8 of the SLR McLaren dating from 2003 was even more powerful – the M155 generated up to 478 kW (650 hp) and 820 Nm.
2005 saw the début of the naturally aspirated, high-revving AMG 6.3-litre V8 engine known as the M156, which developed up to 386 kW (525 hp) and 630 Nm depending on the model. Exclusively reserved for the SLS AMG, the likewise 6.3-litre M159 had a maximum output of 420 kW (571 hp) and maximum torque of 650 Nm. In the SLS AMG Coupé Black Series the M159 actually attained 464 kW (631 hp).
The AMG 5.5-litre V8 biturbo M157 engine delivers between 386 kW (525 hp) and 430 kW (585 hp) depending on the model, and a maximum torque of between 700 and 900 Nm. M157 is regarded as the most efficient engine in its output and displacement class.
With a high specific output of 128 hp/litre and consumption of considerably less than 10 litres/100 km (NEDC combined), the AMG 4.0-litre V8 biturbo engine leads the way in the long tradition of powerful V8 engines from Mercedes-AMG.
Affalterbach. Mercedes-AMG presents a new technological masterpiece: the AMG 4.0-litre V8 biturbo engine is a new development at the sporting heart of the new Mercedes-AMG GT car. This innovative eight-cylinder unit stands out for its sublime power delivery, the purposeful lightweight construction, as well as its high efficiency and environmental compatibility. With peak power of up to 375 kW (510 hp) and maximum torque of up to 650 Nm the new AMG V8 delivers motorsport-inspired performance. The new sports car engine follows in an impressive V8 tradition that started in 1967 with the M100 in the legendary 300 SEL 6.8 AMG racing car and continues with trendsetting features of the future.
Powerful V8 engines have long been a core competence at AMG, the performance brand from Mercedes-Benz. Innovative and exciting high-performance engines come out of the location in Affalterbach. On this occasion, Mercedes-AMG GmbH is entirely responsible for both development and production.
Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH: "V8 engines are an integral part of the AMG philosophy and the brand's commitment to 'Driving Performance'. The V8 biturbo engine for our new GT is going to delight our customers!"
Christian Enderle, Head of Engine and Powertrain Development at Mercedes-AMG: "The new AMG 4.0-litre V8 biturbo sees us presenting an exciting and powerful sports car engine which, thanks to a number of measures, also represents the next step in efficiency."
First sports car engine with 'hot inside V' and dry sump lubrication
The new AMG V8 engine has two turbochargers which are not mounted on the outside of the cylinder banks but rather inside the V configuration – experts call it a 'hot inside V'. The benefits are a compact engine design, an optimum response and low exhaust gas emissions. Dry sump lubrication allows the engine to be installed lower, which moves the centre of gravity closer to the road and forms the basis for high lateral acceleration. The M178 (in-house designation) from AMG is thus the world's first sports car engine with hot inside V and dry sump lubrication. With a dry weight of 209 kg the new AMG V8 is also the lightest engine in its competitive segment.
The new AMG M178 V8 engine at a glance:
Cylinder arrangement
V8
Cylinder angle
90°
Valves per cylinder
4
Displacement
3982 cc
Bore x stroke
83.0 x 92.0 mm
Cylinder spacing
90 mm
Compression ratio
10.5 : 1
Output
375 kW (510 hp) at 6250 rpm
Output per litre
94.2 kW/litre
128 hp/litre
Max. torque
650 Nm at 1750 – 4750 rpm
Torque per litre
163.2 Nm/litre
Maximum engine speed
7200 rpm
Maximum charge pressure
1.2 bar
Peak pressure
130 bar
Engine weight (dry)
209 kg
Emissions standard
Euro 6
Superior power delivery and motorsport-inspired performance
As the latest member of the Mercedes-Benz BlueDIRECT engine family, the AMG M178 stands out for its superior power delivery and motorsport-inspired performance. It boasts an emotive and unmistakable AMG V8 engine sound, along with an immediate response and high pulling power. The torque curve is synonymous with good driveability: the peak of 650 Nm is available in the broad range from 1750 to 4750 rpm.
With a displacement of 3982 cc, in terms of technology the V8 is closely related to the AMG 2.0-litre turbo engine in the A 45 AMG, CLA 45 AMG and GLA 45 AMG, which is currently the most powerful, series-production four-cylinder engine in the world. Both AMG engines have the same bore/stroke ratio, guaranteeing high revving ability. Mixture formation comes courtesy of third-generation direct petrol injection with piezo injectors. The highly efficient and economical AMG 4.0-litre, V8 biturbo engine meets the Euro 6 emissions standard and the maximum particulate emissions level that takes effect in 2016.
Cylinder bore liners featuring NANOSLIDE® technology
The aluminium crankcase is produced using sand casting technology and features a closed deck design. This ensures extreme strength whilst keeping the weight as low as possible, and enables high injection pressures of up to 130 bar. The cylinder bore surfaces feature NANOSLIDE® technology which makes them twice as hard as conventional cast-iron linings.
NANOSLIDE® was developed by Daimler starting in the year 2000 and has so far been used in over 200,000 engines since 2006. The first unit with NANOSLIDE® technology was likewise an AMG V8: the extremely successful predecessor to the new AMG 4.0-litre biturbo. The application scope for this multi-award-winning technology has been continually widened. Since the start of the 2014 race season it is also being deployed in the new Mercedes F1 V6 turbo engine.
'Spectacle honing' is another measure to reduce friction and therefore consumption: in this complex process, the cylinder liners receive their mechanical surface treatment when already bolted in place. A jig resembling spectacles is bolted to the crankcase in place of the cylinder head mounted later. Any cylinder warpage that might occur during final assembly is therefore taken into account or eliminated as the cylinder liners are honed. This has advantages in terms of both durability and oil consumption. The new AMG V8 has forged aluminium pistons featuring a lightweight design and high strength. A low-friction piston ring package reduces fuel and oil consumption.
Dry sump lubrication for high lateral acceleration
Thanks to the use of dry sump lubrication, a conventional oil pan is redundant. Already installed low down, the engine could thus be dropped by a further 55 millimetres. This lowers the vehicle's centre of gravity, which is ideal for a sports car with extremely high lateral dynamics. In addition to improved agility, dry sump lubrication ensures direct oil extraction from the crankcases for optimal engine lubrication, even at high speeds on bends.
In the M178, dry sump lubrication deploys a suction pump, a pressure pump and an external oil tank with a capacity of 12 litres. The system circulates nine litres of engine oil in total. The oil suction pump extracts oil directly from the crankcases, cylinder heads and valve body assembly and delivers it to the external oil tank at a pump output of up to 250 litres per minute. Lubricant remains there for just five seconds before being pumped back around the high-performance engine. Efficient engine oil suction improves engine efficiency further. On-demand control of the pressure oil pump takes into account the engine rpm, temperature and load characteristics stored by the control unit. Made of plastic, the oil pan bottom section and oil tank are proof of a commitment to lightweight construction.
Cylinder heads with zirconium alloy
The cylinder heads in the AMG 4.0-litre, V8 biturbo engine are made of a zirconium alloy for maximum temperature resistance and thermal conductivity. Four overhead camshafts control a total of 32 valves. Camshaft adjustment on the inlet and outlet side enables an excellent response and optimises the gas cycle for each operating point. Optimised valve springs and the low-friction valve gear with cam followers deliver further fuel savings.
Direct injection with spray-guided combustion
A combination of biturbocharging and direct petrol injection with spray-guided combustion increases thermodynamic efficiency, thereby reducing fuel consumption and exhaust gas emissions. Particularly fast and precise piezo injectors spray the fuel at high pressure into eight combustion chambers. Multiple injection occurs on-demand, ensuring a homogeneous fuel/air mixture. The delivery of fuel is electronically controlled and fully variable for a fuel pressure between 100 and 200 bar.
Biturbocharging with 'hot inside V'
Unlike the previously conventional approach, both exhaust gas turbochargers in the new M178 are located inside the 'hot inside V' configuration rather than on the outside of the cylinder banks. The advantages of this layout are that the V8 engine is considerably more compact, which enables optimum weight distribution between the front and rear axle, as well as the low installation position. The 'hot inside V' also optimises the supply of fresh air to both exhaust gas turbochargers. Electronically controlled blow-off valves ensure a very immediate and direct response. The maximum charge pressure is 1.2 bar; the turbochargers have a maximum speed of 186,000 revolutions per minute. For combustion purposes, 2.3 times more oxygen atoms are pressed into the turbocharged engine as would be the case in a naturally aspirated engine. The two firewall catalytic converters in thin-walled ceramic material positioned down from the exhaust gas turbochargers respond very quickly due to their close-coupled configuration. In conjunction with two metal, underfloor catalytic converters, the M178 delivers effective emission control.
Sports exhaust system with variable exhaust flaps
Excitement, emotive appeal and recognition value: at Mercedes-AMG engine sound is an important target during development. The new GT has a sports exhaust system with fully variable exhaust flaps. This gives the driver the ability to vary the engine sound: depending on the selected mode they may experience the new AMG V8 with a focus on comfort and relaxed, long-distance journeys or with a more emotive, motorsport-inspired touch. The M178 has its own tonal characteristics which denote the GT's membership of the AMG family but that also distinguish it from all other high-performance cars.
There is an exhaust flap on either side of the rear silencer which is actuated variably on a logic-controlled basis depending on the transmission mode, driver's power requirement and the engine speed. At low loads and engine rpm the flaps remain closed. This causes the exhaust gases to cover a longer distance and flow through an additional damping element so that the engine sound is pleasantly subdued and irritating frequencies are effectively suppressed. When the driver accelerates, the flaps progressively open so that although some of the exhaust gases cover the longer, acoustically dampened distance, most travel the shorter distance. Under full load at higher engine speeds, both flaps are fully opened, thus allowing the occupants to enjoy the powerful sound typical of an AMG V8. In short, they are left in no doubt as to the performance potential of the 375 kW (510 hp) eight-cylinder biturbo engine.
Efficient cooling of charge air, water and engine oil
For optimum power output even when outside temperatures are high, Mercedes-AMG uses indirect air/water intercooling. The charge air cooler has a separate, low-temperature water circuit. Due to the optimised throughflow profile for the intercooler, the maximum intake air temperature is 180 degrees Celsius. The low-temperature cooler with its water circuit ensures that the intake air compressed by the turbochargers cools down effectively before it enters the combustion chambers, and maintains a consistently low intake temperature even under full load. A large radiator at the car's front end ensures controlled cooling of the water circulating in the low-temperature circuit. Extremely short charge-air ducting makes for optimum responsiveness.
The engine coolant is cooled using the particularly efficient cross-flow principle and there is a three-phase thermostat to warm coolant faster. Because the water pump is driven by a timing chain rather than the usual poly-V-belt, a simplified belt drive system is used with less clamping force. The advantages: less loss of drive power. With a rated flow of 420 litres, the water pump conveys the equivalent of more than two full bathtubs per minute.
An external engine oil cooler in the front apron of the Mercedes-AMG GT helps with heat management for the V8 engine. A two-stage, controlled oil pump circulates the engine oil: it varies the flow rate depending on load and engine speed requirement, thereby benefiting fuel economy. At high engine speeds more than 1.0 litre of engine oil per second flows through the oil lines and ducts. To save on weight numerous oil and water lines are made of aluminum.
Sophisticated solutions are also deployed on the engine's periphery:
Separate cooling-air flow for the exhaust gas turbochargers under high thermal load
Active engine mounts for excellent lateral dynamics with no loss of comfort
Auxiliary units efficiently powered by two short, low-friction belts with four grooves. Intelligent positioning of auxiliary units virtually neutralises belt forces on the crankshaft.
Two-mass flywheel with centrifugal pendulum prevents torsional vibration on the drive line for a smooth ride.
ECO start/stop function and alternator management to save fuel.
High-tech test benches for engines with over 470 kW
There are nine high-tech test stations in Affalterbach on which AMG engines with an output exceeding 470 kW and more than 1000 Nm undergo dynamic testing. These test facilities are able to simulate a very wide range of road and environmental conditions to reproduce any conceivable type of operation. Cold or hot starting, mountain passes, stop-and-go traffic or fast laps on the North Loop of the Nürburgring – the engines are required to give their utmost. Even different intake air temperatures and densities can be computer controlled.
Function and endurance benchtesting for the highest quality
The goal of the detailed bench tests is to verify the performance of all engine components, including the peripheral units. All measurement data for the engines examined is systematically compared and evaluated using reproducible test methods. The functional tests are accompanied by endurance testing. To ensure the very highest quality standards over their entire operating life, new AMG engines are required to undergo several thousand hours of endurance testing.
Extensive trials in every climatic zone on earth
Simultaneously the first test engines undergo intensive testing in practical trials. The standardised test programme at Mercedes-AMG includes all climatic zones and route profiles from the icy cold of northern Sweden to the merciless heat of Death Valley (USA), from fast laps on the North Loop of the Nürburgring and high-speed circuits in Nardo (Italy) and Papenburg to stop-and-go city traffic during rush hour. This programme makes the very highest demands on the day-to-day practicality, reliability and long-term durability of new generations of engine.
A tradition of hand-built excellence: "one man, one engine"
The AMG 4.0-litre, V8 biturbo engine is being made in Affalterbach according to the "one man, one engine" principle. In the AMG engine shop highly qualified fitters assemble the high-performance engines by hand according to the strictest quality standards. The fitter's signature on the AMG engine plate attests to this exclusive type of engine production and indicates maximum quality and technology transfer from motorsport – from Formula 1 and the DTM to customer sport activities in the SLS AMG GT3.
Long tradition of powerful AMG V8 engines
Powerful eight-cylinder engines are an inseparable part of Mercedes-AMG's history. Established in 1967, the company caused a stir with the 300 SEL 6.8 AMG which succeeded in taking second place at the 24-hour race in Spa-Francorchamps (Belgium) in 1971 for a class victory. The AMG racing saloon was technically based on the Mercedes-Benz 300 SEL 6.3 with the M100 V8 engine. With an engine output of 184 kW (250 hp) at 4000 rpm and a top speed of 220 km/h, this luxury saloon was Germany's fastest regular production car at the time. Classic tuning as well as an enlarged displacement from 6330 to 6835 cc resulted in an increase in output to 315 kW (428 hp) at 5500 rpm and in torque from 500 to 608 Nm.
Another important engine in the AMG story was the M117, its first eight-cylinder unit with a four-valve-per-cylinder design. With a displacement of 5.6 litres, 265 kW (360 hp) and 510 Nm of torque, this V8 accelerated the 300 CE 5.6 AMG to a top speed of 303 km/h. In 1987 this made the coupé the fastest German car in series production, and American AMG fans reverently christened it "The Hammer".
The supercharged AMG 5.5-litre V8 of 2001 is another milestone in the history of AMG engine development: the M113 K delivered up to 428 kW (582 hp) and 800 Nm of torque. The supercharged AMG 5.5-litre V8 of the SLR McLaren dating from 2003 was even more powerful – the M155 generated up to 478 kW (650 hp) and 820 Nm.
2005 saw the début of the naturally aspirated, high-revving AMG 6.3-litre V8 engine known as the M156, which developed up to 386 kW (525 hp) and 630 Nm depending on the model. Exclusively reserved for the SLS AMG, the likewise 6.3-litre M159 had a maximum output of 420 kW (571 hp) and maximum torque of 650 Nm. In the SLS AMG Coupé Black Series the M159 actually attained 464 kW (631 hp).
The AMG 5.5-litre V8 biturbo M157 engine delivers between 386 kW (525 hp) and 430 kW (585 hp) depending on the model, and a maximum torque of between 700 and 900 Nm. M157 is regarded as the most efficient engine in its output and displacement class.
With a high specific output of 128 hp/litre and consumption of considerably less than 10 litres/100 km (NEDC combined), the AMG 4.0-litre V8 biturbo engine leads the way in the long tradition of powerful V8 engines from Mercedes-AMG.
07-29-14, 07:08 PM
#57
Mercedes-AMG GT interior photographed without camo
Could be unveiled online on September 9
A photograph depicting the dashboard of the upcoming Mercedes-AMG GT has surfaced the Internet.
We are sure by now most of you are getting tired of Mercedes-Benz's exhausting teaser campaign but today we bring you something more substantial, an interior pic of the AMG GT without any sort of disguise. Among the many teasers released over the last few months we saw a good portion of the interior cabin but those were only renders so seeing a real pic of the cabin is something worth mentioning. Back in February someone captured a few pics of a partially digsuised interior but now we have a better view.
There's really nothing to criticize except maybe for the free-standing display, especially in such a high-end model were you would expect a more cohesive layout but it's probably a matter of tastes. We don't have details about where this photo was taken but you can see the hood is wrapped in a green/yellow & black camouflage as seen in a teaser from June.
A full online reveal is expected on September 9, followed by a public debut in October at Paris Motor Show while sales have been confirmed to begin in March 2015.
A photograph depicting the dashboard of the upcoming Mercedes-AMG GT has surfaced the Internet.
We are sure by now most of you are getting tired of Mercedes-Benz's exhausting teaser campaign but today we bring you something more substantial, an interior pic of the AMG GT without any sort of disguise. Among the many teasers released over the last few months we saw a good portion of the interior cabin but those were only renders so seeing a real pic of the cabin is something worth mentioning. Back in February someone captured a few pics of a partially digsuised interior but now we have a better view.
There's really nothing to criticize except maybe for the free-standing display, especially in such a high-end model were you would expect a more cohesive layout but it's probably a matter of tastes. We don't have details about where this photo was taken but you can see the hood is wrapped in a green/yellow & black camouflage as seen in a teaser from June.
A full online reveal is expected on September 9, followed by a public debut in October at Paris Motor Show while sales have been confirmed to begin in March 2015.
07-30-14, 11:37 AM
#59
AMG GT production in a few weeks
The head of the Sindelfingen plant, Dr. Willi Reiss, also confirmed the money will be used to build a new paint shop and assembly hall for the next-generation E-Class.
The company also confirmed the plant will build the AMG GT and production is scheduled to begin in a "few weeks."
The company also confirmed the plant will build the AMG GT and production is scheduled to begin in a "few weeks."
08-07-14, 08:15 AM
#60
Mercedes-AMG GT weighs less than 1,600 kg - report
Debuts September 9
German media is reporting the highly anticipated Mercedes-AMG GT weighs less than 1,600 kg (3,527 lbs).
Approximately two months ago Mercedes-Benz and AMG said the new GT will be a "true lightweight" car but without revealing an exact figure. Now, Mercedes-Benz Passion blog has managed to find out the vehicle tips the scales at less than 1,600 kg (3,527 lbs) so it's probably somewhere near that mark.
They had the opportunity of seeing the car in the metal and say it looks a little bit like the Porsche 928, with a long hood, "crisp rear with accentuated shoulders" and taillights resembling those fitted onto the S-Class Coupe. It also comes with an evolution of the ILS LED lighting system rather than a Multibeam LED system as seen in the facelifted CLS. They also noticed a rather unusual large gap between the hood and windscreen measuring approximately 10cm.
The Mercedes-AMG GT will reportedly be unveiled online on September 9 and will get its public debut early October at the Paris Motor Show, with sales scheduled to kick off in March 2015.
German media is reporting the highly anticipated Mercedes-AMG GT weighs less than 1,600 kg (3,527 lbs).
Approximately two months ago Mercedes-Benz and AMG said the new GT will be a "true lightweight" car but without revealing an exact figure. Now, Mercedes-Benz Passion blog has managed to find out the vehicle tips the scales at less than 1,600 kg (3,527 lbs) so it's probably somewhere near that mark.
They had the opportunity of seeing the car in the metal and say it looks a little bit like the Porsche 928, with a long hood, "crisp rear with accentuated shoulders" and taillights resembling those fitted onto the S-Class Coupe. It also comes with an evolution of the ILS LED lighting system rather than a Multibeam LED system as seen in the facelifted CLS. They also noticed a rather unusual large gap between the hood and windscreen measuring approximately 10cm.
The Mercedes-AMG GT will reportedly be unveiled online on September 9 and will get its public debut early October at the Paris Motor Show, with sales scheduled to kick off in March 2015.