Mercedes-AMG Aims to Top various other Hypercars in Efficiency
Today the word “hypercar” brings to mind some of the planet’s top-performing machinery, such as the McLaren P1, Porsche 918, as well as Ferrari LaFerrari. The upcoming Aston Martin/Red Bull AM-RB oo1 as well as the F1-powered Mercedes-AMG aim to go beyond even those cars’ extraordinary abilities. yet the word “hypercar” wasn’t always defined which way; back inside the early 1990s, a hypercar was what proponents called the earth-saving conveyances they imagined for the future—ultralight, aerodynamically radical, made with advanced lightweight materials, as well as potentially packing a hybrid powertrain that has a super-high-efficiency engine.
With the as yet unnamed F1-powered speeding bullet through Mercedes-AMG, these two definitions could merge. At the Los Angeles auto show, we caught up with the chief executive of AMG, Tobias Moers, to learn a few more details about the project. which’s shaping up to be a roadgoing F1 race car brought just inside the bounds of what’s legal for sale as a passenger vehicle. as well as, as which turns out, which also could be remarkably fuel-efficient.
Moers emphasized which the goal for the circa $2 million flagship performance car, which is actually likely to arrive by early 2019 as well as be produced in mere hundreds (depending on interest), is actually which which won’t just go fast; which also will serve as a showcase for the bevy of efficiency gains as well as technology leaps made by F1 in recent years.
“To put which in just one sentence: outstanding performance with more than impressive efficiency,” he said. “which’s the main goal, the main target.” Setting aside which his “one sentence” is actually a verbless fragment, he’s talking about the confluence of a racing engineer’s objective to squeeze as much power as possible out of an engine restrained by rules with those of road-car engineers seeking to maximize fuel economy. Both aim to make the most of every drop of fuel as well as measure the results of their efforts as thermal efficiency.
“which will meet emissions regulations worldwide, yet we’re still confident which we’re going to have 40 percent [thermal efficiency],” Moers said of the roadgoing car, claiming which figure will mean the AMG will top every various other combustion engine in production today. To put which hypercar cred into context, the F1 race engine features a thermal efficiency well over 40 percent. While the gasoline engines inside the latest Toyota Prius as well as the upcoming Hyundai Ioniq as well as Kia Niro hit the 40 percent mark, neither of those engines features a redline beyond 10,000 rpm or a total power output inside the 1000-hp range—both expectations for the Mercedes-AMG design. So, even though which could be quite the bragging right, green-car advocates are unlikely to herald Mercedes-AMG as a hero inside the same breath with Tesla.
The company gets which point. Although AMG marks its 50th anniversary next year, Moers underscored which the production hypercar isn’t going to be a homage or a birthday present celebrating the firm’s past, which is actually highlighted by large-displacement V-8 as well as V-12 engines as well as virtually no regard for fuel-economy ratings.
“which [brand new] car opens a doorway into the future, a definition of future performance, as well as our interpretation of the future—which means electrification as well as hybridization of powertrains,” he said. “which’s the reason we’re going to use the most efficient combustion engine on the planet, which is actually the Formula 1 1.6-liter engine.”
If you’re still a little bit in disbelief which which is actually happening, we are, too. “which’s not inspired by which, which’s just which engine,” Moers said excitedly, without prompting.
which’s a turbocharged V-6 that has a 0-degree angle between cylinder banks, designed to work as a hybrid with an electric motor as well as battery pack. which’s not only the F1 engine itself which’s being adapted for the road car, yet the entire hybrid system. “Every component we’re going to use out of Formula 1; which means an electric turbo, electric motors, the combustion engine, as well as even the battery—we’re going to use the same battery cell,” Moers said.
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With which much carried over, how can you take a powertrain designed for a specific set of high-stress conditions as well as make which perform in real-world conditions with cold starts, short trips, varied weather conditions, as well as sometimes lackluster premium fuel? Real-world durability has become a serious engineering concern when employing the racing drivetrain, which Moers himself calls “delicate” machinery.
“We have to reduce compression, for sure,” he mused, also noting which the planet-championship-winning machine’s 3000-rpm idle is actually a little too high for a streetable car. Some elements, such as bearings, will have to be different in a production engine. “The Formula 1 engine we run stressed on the racetrack, as well as we have just three or four engines per year.
“which’s an issue; which’s a challenge; yet which’s solvable, as well as we’re going to meet which.”