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the combustion chamber at up to 200 bar. Then comes the spark, creating a flame front with a heat of 2,400 degrees – volcanic magma reaches only half that temperature at most. This explosion presses down the forged pistons at a pressure of 125 bar, causing the crankshaft to rotate up to 7,200 times per minute and pushing the passengers into their seats with a vengeance. Behind the steering wheel you believe you can almost feel the twin turbochargers working red hot at maximum speed. It’s no coincidence that the cylinder heads are made of a special zirconium alloy that offsets such extreme temperatures. U Under full load, about 1,500 cubic meters of air per hour are pushed through the engine, which is roughly equivalent to the contents of the average indoor swimming pool. During the design phase, the engine team determined and analyzed all these values meticulously – whether on the test benches or in the numerous test vehicles. “In autumn 2011, we set up five test engines. When our new baby ran for the first time, about 30 men stood behind the glass, smitten like young fathers,” says Peter Werner. As the only engine in the world to combine the hot inside V with dry sump lubrication, the biturbo V8 also proves that AMG engineers are not afraid of unusual solutions. Eschewing the oil pan in the M 178 of the Mercedes-AMG GT allows the engine to be installed 5.5 centimeters deeper. The sports car driver benefits from the lower center of gravity: cross-acceleration and handling are improved perceptibly and measurably. The engine is therefore one hundred percent suitable for sports car use. The oil molecules have a maximum of five seconds to rally in the separate oil tank under full load. Then they’ll race through the engine again. At high engine speeds – the new V8 reaches up to 7,200 revs – more than one liter of oil will be sent through the engine per second. A two-stage electronically controlled oil pump reduces fuel consumption because it adjusts its output according to load and speed. The perfect interplay of all 2,000 weight-optimized components of steel, aluminum, and special plastics is impressive. Which also holds true for the output of the innovative and lightweight (only 209 kg) four-liter engine as well as its restraint at the pump. Enderle, Werner, and Co. have worked disruptive mechanical noises and vibrations out of their engine in the same way as unduly high emissions. EU6 was the goal, which the M 177 and M 178 meet with flying colors. The design of the engine sound as a customary AMG feature devoured at least as much time as the design of the engine software. “The sound is one hundred percent authentic, as we consistently are at AMG. Nothing is produced artificially because we don’t like it,” Enderle states resolutely. Needless to say, each model has a custom exhaust system. The goal: Customers should be able to experience the unique feeling of performance from motorsport up close. Goosebumps? A point of pride. The engineers designed, drove, and evaluated several dozen variants. The result: An enormous spread between subtle tone and a soundscape that recalls a DTM touring car. This is made possible by the exhaust valves, which are map-controlled and operated continuously depending on driving mode, the power desired by the driver, and engine speed. In certain situations, the combustion noise of the engine is adjusted correspondingly. Yet another quintessential AMG solution that elicits nothing other than maximum excitement behind the wheel. Just like the look of this new muscleman. So stop, open the hood, and let your eyes wander over the eight-cylinder biturbo and the distinctive AMG engine plate. And when the carbon engine cover glints deep black, your fingers simply have to caress the Formula 1 material. The shielding plate in the hot inside V protects the turbocharger’s oil pipes. The triple-layer high-performance material (aluminum, glass fiber, felt) holds back the heat. 32 valves ensure the efficient transfer of fresh air and exhaust gases. The intake valve has a diameter of 31.5 mm and weighs 46 grams. The oil suction pump in a dry sump system is controlled by the computer and thus helps to save fuel. 38


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