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O Once air mixes with high-octane gasoline in the new AMG 4.0-liter V8 biturbo engine, explosions of a special kind occur. Endorphins are released, adrenaline unleashed. The thrill of motorsport enters everyday life with full force. Which is not to be taken for granted with a production engine designed for everyday use such as this. But in Affalterbach — also known as the “Home of Driving Performance” — they don’t build just any ordinary engines. The AMG V8 and V12 engines are universally considered to be the most powerful, most intriguing, and most efficient engines in the high-performance segment – made manifest in numerous awards, comparative test victories, and happy customers around the world. “This is 100 percent in accordance with our claim to leadership,” stresses Christian Enderle, Head of Engine and Powertrain Development at Mercedes-AMG. “We are famous for always pushing the limits. We only compete with the best, take on any challenge. Day after day we challenge the status quo. That is the AMG spirit.” Whether it’s the M 117, M 113K, M 155, M 159, or the M 279 – the eyes of engine connoisseurs light up when they juggle these abbreviations. Every engine in the history of AMG has always set a clear benchmark for its successor. In 2015, the ancestral line was even extended by two engines: The M 177 and M 178 are the new powerhouses that the team led by Christian Enderle designed for the Mercedes-AMG GT and the Mercedes-AMG C 63. Speaking of benchmarks: AMG set the standard with the 5.5-liter V8 biturbo M 157 engine produced since 2010. Up to 430 kW (585 hp) and 900 Newton meters strong, it ranks above the new 4.0-liter V8, which can deliver up to 375 kW (510 hp) and 700 Nm depending on the model – for now. As both the M 177 and the M 178 are only just at the beginning of their careers, they have potential for more. Further muscle gain isn’t out of the question; AMG, as you well know, has a lot of staying power and good ideas. In addition, the new designs allow for considerable leaps in efficiency. Downsizing the displacement is a key to success – sinking from 6.3 to 5.5 and now to 4.0 liters. But “downsizing” at AMG means no loss of performance and adrenaline. To the contrary. And to achieve the ambitious fuel efficiency targets, there are other factors. “The systematic reduction of friction, for instance, is extremely important,” says project manager Peter Werner. “AMG invented the NANOSLIDE® coating on the cylinder walls, which is as smooth as a mirror and is also used in our Formula 1 engines. Furthermore, our engine is equipped with direct fuel injection using piezo injectors, developed exclusively by Mercedes-Benz. The so-called BlueDIRECT combustion system is not used by any other manufacturer. It’s the sum total of many individual measures.” And let’s not forget the hot inside V. Instead of placing the two turbochargers outside, in the latest AMG V8 they are inside between the cylinder banks. It isn’t just that the engine can become beautifully compact and — particularly in the Mercedes-AMG GT — be set far back and deep as a result. “In this way,” adds Werner, “we achieve a flow-optimized conveyance of fresh air and a close-coupled placement of the catalytic converters.” Perfect prerequisites for low emissions. The customer can feel it too: The instantaneous response and the absence of turbo lag conjure a broad grin across his face — which is perhaps the most important point.B Before the intake air merges with the directly injected fuel to form an ignitable cloud of mixture, it passes through two air filters into the turbochargers. Compacted at a maximum of 156,000 rpm, the intake air flows into the water-cooled intercoolers. Cold air is denser than warm air and ensures more output. In extreme cases, the intake air reaches a maximum of 180 degrees Celsius. That doesn’t even compare to the turbocharger housing, where the exhaust side gets up to 700 degrees Celsius. Keep your hands clear. Special heat protection measures and air ducts keep the temperatures in check. The nitrogen and oxygen molecules travel at 200 meters per second through the two intake valves into the combustion chamber. Not bad, considering that’s 720 km/h, which is more than twice as fast as the Mercedes-AMG GT S at full throttle. During spray-guided combustion, piezo units inject the 98-octane fuel into The connecting rod is scored by a laser and then cracked with a machine. The fragments satisfy with 100% installation compliance. Thanks to NANOSLIDE® coating, the cylinder walls are twice as hard as conventional cast iron liners. The turbine wheel including shaft weighs only 146 grams. The turbocharger can reach a maximum speed of 156,000 rpm and generate 1.3 bar boost pressure. 35


88791-AMG-Magazin-2015.indd
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