AMG M178 V8 engine
AFFALTERBACH : July 25, 2014 - 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.
Christian Enderle, Head of Engine and Powertrain Development at Mercedes-AMG;
AMG 4.0-litre V8 biturbo engine, M178
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 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.
[Source : DAIMLER]
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