Rumors about the Mercedes AMG GT started awhile back and for a short period of time, it was believed that the new SLS AMG would be called the SLC. Obviously, this is not the case, but hopes for an AMG GT are still not lost as Mercedes will indeed offer the AMG GT after the SLS AMG makes its exit.
The AMG GT will actually be the baby brother of the SLS and will attack the likes of the Porsche 911 . Compared to the SLS, the future AMG GT will be lighter and slimmer with the use of plenty of carbon fiber and aluminum. In a shocking twist of SLS insult, the AMG GT will be devoid of gullwing doors.
The less dramatic specifications of the Mercedes AMG GT have also given way to a cheaper price tag compared to its brother. Expect to pay somewhere under €100,000 (about $145,000 at the current exchange rates).
Updated 07/18/2014: Mercedes unveiled a new teaser video, detailing the twin-turbo, V-8 engine found under AMG GT’s hood.
Updated 07/25/2014: Mercedes unveiled full details on the new AMG 4.0-liter V-8 biturbo engine set to be used for the first time in the new Mercedes-AMG GT car. A new teaser video was also unveiled, talking about the performance figures of the next AMG GT. Click past the jump for the full details.
Click past the jump to read more about the future Mercedes AMG GT.
UPDATE 11/09/2011: British magazine, CAR, offers new details on the upcoming Mercedes SLC set to be released in 2015 - when the SLS goes out of production. The model will be offered in both coupe and roadster versions and, unlike previous rumors have stated, will only be offered with a 4.0-liter V-8 engine. The model will be built on the same aluminum-intensive engineering layout as the SLS, but it will feature a lighter curb weight, even better handling qualities and exceptional performance.
UPDATE 02/07/2012: Mercedes has finally green-lighted the upcoming SLC-Class, the company’s rival for the Porsche 911/991 . In an interview with AutoCar, AMG boss Ola Kallenius confirmed that the model will be offered in both coupe and roadster versions and will go on sale in 2013. Prices will start from £80,000 (about $125k at the current exchange rates). Expect it to be powered by a 500-horsepower twin-turbocharged 5.4-liter V-8 engine, not the previously rumored 4.0-liter engine. The SLC will sprint it up to a top speed of 180 mph.
UPDATE 07/05/2013: Today we have a new rendering for you for the upcoming Mercedes SLC.
Updated 01/31/2014: In an official press release announcing record sales for its AMG division, Mercedes announced that a new AMG sports car will be unveiled by the end of the year. No other details were released, except that, "later this year, AMG plans to enter a new segment with a sports car it has fully developed itself."
Updated 04/16/2014: Mercedes officially confirmed today that its future sports car will be called AMG GT. Also, the company offered the first details on the AMG GT’s interior.
Updated 05/19/2014: Mercedes unveiled a first teaser video for the upcoming AMG GT supercar and announced the official launch of a special web page that will be updated with details on the new sports car in the upcoming weeks.
Updated 05/30/2014: Mercedes unveiled three new teaser videos for the upcoming AMG GT sports car. Of course they do not reveal pretty much anything on the car, just ho the engine will sound under light and heavy loads.
Updated 06/11/2014: Thanks to Mercedes’ online Driving Performance magazine, we can now offer you a few more details on the upcoming AMG GT sports car. It will be put on sale in March 2015, and it will feature a "muscular, never ending front" and a "staggeringly beautiful rear." It will ride on an aluminum space frame that will help keep its weight down. "With the Mercedes -AMG GT, we are starting a new era of sports car. A doubtless surprising and above all sensational one - like we saw from the positive reactions of the people during the prototype trip through Barcelona," said Mario Spitzner, director of Branding and Marketing.
Updated 06/12/2014: Mercedes unveiled a new promo video for the future AMG GT. The new video - called "This is what you get" - teases the performance figures of the future sports car and explains what clients will get from the newly developed 4.0-liter bi-turbo V8 engine.
Updated 06/13/2014: Mercedes unveiled a new video in which it explains the technical features of the AMG GT’s new twin-turbo V8 4.0-liter engine. Check the video in the "Video" tab.
Updated 07/09/2014: Mercedes continues teasing its future AMG GT with a series of new images. Find them in the picture gallery.
Updated 07/10/2014: Another day, another teaser session for the AMG GT - this time a video. Check it out in the "Video" tab.
Mercedes has finally released a few of the nitty-gritty details surrounding the AMG GT’s new powerplant. Displacing 4.0 liters in a 90-degree, V-8 configuration, the aluminum block features a closed-deck design for added rigidity, while keeping its weight at only 461 pounds. The engine makes use of the innovated ‘Hot Vee’ configuration that routes the hot exhaust gases to the center Vee section, while the cool, fresh air is routed in from the outer sections of the cylinder heads. While it’s backwards from most conventional engines, it allows nearly instantiations pressure to the two turbochargers mounted within the Vee.
Forged aluminum pistons are fitted with ‘friction-optimized’ rings and the cylinder walls are covered with a NANOSLIDE coating for further friction reduction. A dry-sump oiling system keeps parts properly lubricated even while under extreme lateral acceleration, and eliminates the need for a large oil pan. Without the pan, the engine has been lowered in the chassis, decreasing the car’s overall center of gravity.
The four overhead cam shafts are fully variable in their timing work with Piezo direct fuel injectors to delivering a precise amount of fuel for varying circumstances. The two turbochargers’ temperatures are kept in check by an indirect intercooling system with a low-temperature water circuit. The result is cooler air entering the engine at higher pressure. That combination helps the 4.0-liter V-8 generates its 510 horsepower and 479 pound-feet of torque.
|Displacement||4.0 Liters (3982 cc)|
|Valves Per Cylinder||4|
|Bore x stroke||83.0 x 92.0 mm|
|Cylinder spacing||90 mm|
|Compression ratio||10.5 : 1|
|Output||510 horsepower (375 kW) at 6250 rpm|
|Output per Liter||128 horsepower/Liter (94.2 kW/Liter)|
|Max. torque||479 pound-feet (650 Nm) at 1750 – 4750 rpm|
|Torque per Liter||120 pound-feet/Liter (163.2 Nm/Liter)|
|Maximum engine speed||7200 rpm|
|Maximum charge pressure||17.4 psi (1.2 bar)|
|Peak pressure||1885 psi (130 bar)|
|Engine weight (dry)||461 pounds (209 kg)|
|Emissions standard||Euro 6|
- Optimum bore/stroke ratio for pronounced responsiveness.
- Dry sump lubrication for low center of gravity and optimum oil feed during high lateral acceleration.
- Sand-cast aluminium crankcase in closed-deck design for maximum strength while keeping weight as low as possible.
- Cylinder barrels featuring NANOSLIDE® technology plus “spectacle” honing to minimise friction, improve durability and reduce oil consumption.
- Lightweight aluminum, high-strength forged pistons with friction-optimized piston ring package for best possible performance.
- Zirconium-refined alloy designed to ensure optimum temperature re-sistance and thermal conductivity.
- Four overhead and fully variable camshafts ensure spontaneous response and improved fuel consumption.
- Friction-optimised valve gear with cam followers delivers fuel savings.
- Piezo injectors deliver a fast and precisely metered direct injection of pet-rol at high pressures, so ensuring exceptionally effective combustion.
- Biturbo with turbocharger positioned between the two banks of cylinders makes for a compact engine design, optimum responsiveness and low emissions figures.
- Indirect intercooling with low-temperature water circuit ensures minimal pressure losses and optimal power output.
- Active engine mounts ensure good driving dynamics without compromising on comfort.
- Four-rib belt, extremely short and friction-optimised, ensures efficient op-eration of ancillary assemblies.
- Variably regulated high-pressure fuel pump with pressure of up to 200 bar for reduced fuel consumption.
- Electronically regulated deceleration air valves guarantee spontaneous and direct response.
- Two-mass flywheel with centrifugal pendulum improves smoothness of operation of the AMG 4.0 Liter V8 Biturbo Engine (M178).
Powered by the company’s familiar 3.8-liter, inline-six engine, the current Porsche 911 Turbo comes in two guises. The standard model benefits from 520 horsepower and 487 pound-feet of torque, which allow it to sprint from naught to 60 mph in 3.3 seconds and reach a top speed of 195 mph. Gearheads looking for even more power at the rear can opt for the Turbo S. The brawnier sports car churns 560 horsepower and 516 pound-feet of torque, meaning 0-to-60 mph times drop to only 3 seconds, while top speed receives a slight bump to 197 mph.
With the AMG GT still under wraps, it’s rather impossible to compare the two in terms of styling. However, we do know how the Merc looks on the inside and it appears the 911 and the AMG GT are figthing on equal grounds. The Porsche 911 Turbo retails from $151,100, while the Turbo S fetches at least 182,700.
Unlike the 911 Turbo and the AMG GT, the Audi R8 V10 Spyder gets it juice from a larger, 5.2-liter V-10 engine. But although it’s bigger and has more cylinders than its counterparts, the Audi unit crank "only" 525 horsepower and 391 pound-feet of torque, placing the R8 below the Porsche 911 Turbo S. When paired with a seven-speed S-tronic transmission, the V-10 mill pushes the sports car from 0 to 60 mph in about 3.7 seconds, while the manual gearbox slows it down to about 4 seconds.
As far as top speed is concerned, the former reaches 193 mph, while the latter touches its limit at 194 mph. The R8’s interior might not seem as rich when compared to both the 911 Turbo and the AMG GT, but it comes with plenty of luxury and convenience features and a long list of options. Pricing for the Audi R8 V10 begins at $164,000.
Gallery Audi R8 V10
A new AMG high-performance automobile is all set for its world premiere in the autumn of 2014. The Mercedes-AMG GT will thrill sports car fans throughout the world with breath-taking design and supreme agility. Fascinating, dynamic - and versatile into the bargain: the GT is destined for a new segment - turning the dream of the authentic Mercedes-AMG sports car into reality.
"The new Mercedes-AMG GT shows that we will be positioning AMG more vehemently and aggressively than to date as a dynamic sports car brand," notes Tobias Moers, CEO of Mercedes-AMG GmbH. "The technological substance of the Mercedes-AMG GT underscores our high aspirations with regard to driving dynamics, agility and sportiness. Following the global success of the SLS AMG, the new GT is the second sports car developed fully independently by Mercedes-AMG. An initial exclusive look at the design of the interior shows what is in store for our customers: a GT sports car in its purest form."
The sensual purity of a superlative driving machine
A sneak preview of the interior provides an alluring foretaste of the new Mercedes-AMG GT: the interior design embodies emotion and sensuality like no other sports car. The uncompromising lines of the interior components and their authentic materials exude a clarity that uses contrasting effects to help define the concept of "modern luxury".
A dominant aspect in the cockpit of the GT is the further stylistic development of the central "aviation design" theme which is typical of Mercedes-Benz sports cars. The dashboard places an extreme emphasis on width, creating an impression of a powerful wing. This effect is supported by the four central spotlight-style vents and the individual vents at the left and right ends of the dashboard. The dominant centre console presents a correspondingly dynamic character: its shaping reminiscent of a NACA air intake and the employed materials suggest that it has been adopted directly from motor racing. Another clever design feature comes in the form of the controls on the AMG DRIVE UNIT, which are arranged like eight cylinders in a V layout, further bolstering the powerful and high-tech impression made by the centre console.
Enough to set pulses racing even when stationary
The interior of the Mercedes-AMG GT also boasts a fascinatingly exclusive look and feel, with the finest materials and outstanding workmanship combining to conjure up a setting that simply exudes class. As such, the exclusive interior of the Mercedes-AMG GT is enough to get one truly hooked on this vehicle even while it is still at a standstill. Designed to set the driver’s and front passenger’s pulses racing even before the car moves off, it provides an enticing intimation of the superlative dynamic performance that can be expected of the new GT when its AMG V8 is brought to life.
Press Release July 25, 2014
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 aluminium.
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.