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Mercedes-Benz CL 65 AMG and S 65 AMG

Overview

Mercedes-Benz CL 65 AMG and S 65 AMG:
450 kW/612 hp and 1000 Nm of torque make them
the most powerful models ever produced by AMG.

 

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In detail
The technology of the CL 65 AMG and S 65 AMG:

A new dimension of performance and dynamism

CL 65 AMG and S 65 AMG – design and appointments:An impressive combination of AMG styling and exclusive,
high-quality. 

Overview

Mercedes-Benz CL 65 AMG and S 65 AMG:
450 kW/612 hp and 1000 Nm of torque make them
the most powerful models ever produced by AMG

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·        New twelve-cylinder AMG biturbo engine

·        A new dimension of performance

·        Active Body Control specially optimised for AMG performance

·        Exclusive features including 19-inch AMG wheels and fine nappa leather

 

Monte-Carlo – The new CL 65 AMG and S 65 AMG from Mercedes-AMG GmbH are the most powerful models the brand has produced since it was established 35 years ago. The exclusive Gran Turismo and the dynamic luxury saloon are powered by a newly designed 6-litre V12 engine whose biturbo technology gives it a level of performance previously unheard of in this engine size class: the twelve-cylinder AMG power plant has an output of 450 kW/612 hp and develops its maximum torque of 1000 newton metres between 2000 and 4000 rpm. These impressive figures are responsible for a new dimension of performance: both vehicles can accelerate from 0 to 100 km/h in 4.4 seconds and on to an electronically limited top speed of 250 km/h.

 

Much of the credit for this impressive performance is shared by the all-new design of the biturbo system, which features larger turbochargers and a new, more powerful charge-air cooling system, and the increase in the engine displacement (to 5980 cc) as well as many other engine design measures.

AMG SPEEDSHIFT five-speed automatic transmission with steering-wheel controls

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Power is transmitted by the AMG SPEEDSHIFT five-speed automatic transmission with steering-wheel gearshift controls. The engine’s high maximum torque level of 1200 newton metres has been limited electronically to 1000 newton metres and an number of measures – including the adoption of newly clutch pack discs with a high-quality metal coating as well as modified shift and torque-converter-lockup logic – have been taken to optimise key transmission components. The modified drive shafts and upgraded hub carriers also reflect the high levels of power and torque available.

 

Active Body Control with sports suspension, eight-piston composite brake system

 

The CL 65 AMG and S 65 AMG are equipped as standard with Active Body Control (ABC) and special AMG spring struts with firmer damping. Fully reworked dynamic handling control systems such as ABS, Brake Assist, ASR and ESP® (Electronic Stability Program) complement the enhanced chassis setup. In order to cope with the high power output of the AMG biturbo engine, the front wheels of both the AMG V12 top models are equipped with a newly developed, high-performance eight-piston composite brake system with 390 x 36 mm grey cast-iron discs and aluminium brake-disc bowls. Contact with the road is taken care of by AMG 19-inch twin-spoke wheels equipped with 245/40 ZR 19 tyres at the front and 275/35 ZR 19 tyres at the rear.

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AMG Styling and exclusive nappa leather appointments as standard

 

The CL 65 AMG and the S 65 AMG feature the distinctive, powerful looks of AMG styling, which is standard on both vehicles. The front and rear aprons as well as the side skirts blend harmoniously with the timelessly elegant design of the Mercedes models. The chromed “V12 Biturbo” lettering on the front wings indicates the exceptional dynamic qualities of these vehicles, while the two chrome-finished twin tailpipes of the AMG sports exhaust system at a sporty touch at the rear.

 

Inside, a particularly stylish ambience is created by the extensive use of fine wood trim elements and the “Exclusive nappa” leather upholstery, which is available in three colours. Electrically adjustable AMG sports seats with the exclusive AMG upholstery piping layout and perforation pattern, optimised lateral support, multicontour and memory functions as well as seat heating make every journey in the CL 65 AMG a delight, whether it involves twisting country roads or long-distance motorway cruising. The S 65 AMG has dynamic multicontour front seats which are electrically adjustable and feature a memory function and seat heating as well as the characteristic AMG upholstery piping and perforation pattern. The distinctive style of the twelve-cylinder flagship models is rounded off by the AMG instrument cluster calibrated up to 360 km/h, the AMG ergonomic steering wheel with gearshift buttons, and the chromed stainless-steel door sills featuring the AMG logo.

 

The standard equipment of the S 65 AMG also includes the PRE-SAFE anticipatory occupant protection system which can recognise a potential accident situation early enough to take appropriate measures to prepare the occupants and the vehicle. The CL 65 AMG and S 65 AMG will be making their debut in the showrooms of Mercedes-Benz sales and service outlets and dealerships in December 2003.

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In detail

The technology of the CL 65 AMG and S 65 AMG:

A new dimension of performance and dynamism

 

·        New V12 AMG biturbo engine with a displacement of 5980 cc

·        Enhanced charge-air cooling for higher power output

·        AMG SPEEDSHIFT five-speed automatic transmission with steering-wheel controls

·        Active Body Control specially optimised for AMG

·        Upgraded AMG high-performance composite brake system

 

AMG – three letters which have stood for a dynamic and innovative company for over 35 years. This name is also synonymous with exceptional high-performance cars characterised by compelling power delivery, superb dynamic qualities and exclusive appointments. The Mercedes-Benz CL 65 AMG and S 65 AMG embody all these strengths to perfection and set new standards with their exceptional engine specifications and performance figures.

 

It is only at second glance that the casual observer picks up the visual cues which hint at the exceptionally advanced technology to be found in these high-performance cars. But with the engine running – even if it is only at idling speed – the characteristically rich AMG sound makes it clear that a very special power plant is at work under the bonnet. Equipped with a biturbo system and air/water intercooling, the 5980 cc V12 engine has a maximum output of 450 kW/612 hp and develops 1000 newton metres of torque. Maximum power is available throughout the 4800 – 5100 rpm range while the maximum torque is on tap between 2000 and 4000 rpm. The 570 newton metres of torque which the AMG V12 biturbo engine delivers to the crankshaft at just 1000 rpm rises to 830 newton metres 500 rpm later.

 

Outstandingly high specific output and torque values

 

Not even seasoned engine specialists could fail to be impressed by the outstanding performance data of the most powerful engine ever produced by AMG. Its specific output is 75.3 kW/102.3 hp per litre of swept volume, while its specific torque is 167.2 newton metres per litre of swept volume. The maximum mean effective pressure, an absolute measure of an engine’s performance, is 21.0 bar at the maximum torque of 1000 newton metres. These figures mean that the new AMG V12 power plant outperforms every other series-production turbocharged/ supercharged petrol engine in the passenger-car sector.

 

A new dimension of performance

 

These outstanding engine data open up a new dimension of performance figures. Both the CL 65 AMG and the S 65 AMG accelerate from 0 to 100 km/h in just 4.4 seconds and reach the 200 km/h mark in 13.3 seconds while a standing-start kilometre takes 22.0 seconds. Although the maximum speed is electronically limited to 250 km/h, a look at the speedometer which is calibrated up to 360 km/h confirms the potential of the two new AMG cars.

 

But the AMG twelve-cylinder power plant is also ideally suited for relaxed cruising in high gear. Superbly responsive, yet smooth and refined, it guarantees the high level of touring comfort traditionally associated with Mercedes.
 

Key data at a glance:

 

 

 

CL 65 AMG

S 65 AMG

 

 
Cylinders/valves per cylinder  V12/3  
Displacement                                  cc 5980   
Bore x stroke                                 mm 82.6 x 93.0   
Output                                       kW/hpat                                                    rpm  450/6124800 – 5100   
Torque                                            Nmat                                                    rpm  1000*2000 – 4000   
0 – 100 km/h                                    s  4.4  
0 – 200 km/h                                    s  13.3  
NEDC combined fuel cons.    l/100 km  14.9  
Top speed                                  km/h  250*  

* electronically limited

 

Long tradition of twelve-cylinder engines from Mercedes-AMG

 

The new V12 engine embodies the expertise which Mercedes-AMG has always brought to the development of powerful twelve-cylinder cars which set the benchmark for their particular segment. In 1995, the 7.3-litre SL 73 AMG caused a sensation with its output of 386 kW/525 hp; in 1997, the street version of the CLK-GTR with its 450 kW/612 hp 6.9-litre V12 set new standards for super sports cars. In 2001, Mercedes-AMG presented another two exclusive V12 high-end models in the form of the S 63 AMG and the CL 63 AMG (326 kW/444 hp).

 

New engine features extensive internal and external enhancements

 

This long tradition of building outstanding V12 power plants has created high expectations and spurred Mercedes-AMG on once again to provide its customers with a superlative engine concept. As a result, the design of the biturbo engine has been thoroughly revised. The increase in the displacement from 5513 to 5980 cc is just one of many measures responsible for the enhanced performance and torque.

 

The following design changes have been made:

 

·        The cylinder bore in the diecast aluminium crankcase has been increased from 82.0 to 82.6 millimetres.

 

·        The precision-balanced crankshaft is made from high-strength material and its stroke has been extended from 87 to 93 millimetres.

 

·        The forged pistons, which are made from a special material which is extremely resistant to temperature and pressure, have an upgraded oil-spray cooling system with a separate individual nozzle per piston. The size of the piston pins has been increased.

 

·        The main and conrod bearings are made from higher-specification material for enhanced handling of thermal and pressure peaks.

 

·        The combustion chambers in the cylinder heads have been optimised.

 

·        The camshafts have increased stroke on the intake side and longer opening times.

 

·        The modified oil pump and the larger oil cooler ensure that all lubrication points are supplied with oil — even under the most extreme conditions.

 

·        The housings of the compressor and turbine in both turbochargers have been enlarged, as have the turbine and compressor wheels. The maximum charge pressure has been increased to 1.5 bar.

 

·        Larger injection valve openings permit more effective fuel throughput.

 

Larger low-temperature radiator guarantees high power output

 

Another redesigned feature is the intercooler which is equipped with a front-mounted low-temperature radiator that is about 70 percent larger than before. The system uses the particularly efficient air/water heat-exchanger principle to cool the intake air (which has been compressed by the turbochargers) before it enters the combustion chambers. The larger area of the low-temperature radiator results in a 25 percent reduction in the intake-air temperature at full load. This system guarantees high power and torque levels whatever the outside temperature or operating conditions.

 

The electronically controlled fuel supply system which incorporates newly developed components works with a system pressure of 3.8 bar in order to ensure an adequate fuel supply to the twelve cylinders in all driving situations. A completely revised electronic engine management system, which also includes new wastegate valve actuation control for the two exhaust-gas turbochargers, completes the list of substantial modifications to be found in the new AMG V12.

 

The characteristically rich AMG twelve-cylinder engine note comes courtesy of
the new AMG sports exhaust system featuring a new muffler design and two twin chromed tailpipes. Thanks to the use of three valves per cylinder, dual ignition and efficient catalytic-converter technology, the CL 65 AMG and the S 65 AMG already comply with the EU-4 exhaust emission standard which comes into force from 2005.

 

“One man, one engine” in the AMG engine facility

 

The unique character of the high-performance AMB biturbo power plant becomes obvious as soon as the bonnet is opened. The redesigned engine cover, which is made from deep-drawn aluminium and carbon-fibre reinforced plastic (CFRP) is impressive to look at and weighs just 1500 grams.

 

The twelve-cylinder engine is assembled by hand on the topmost floor of the AMG engine facility – right next to the line where the supercharged AMG V8 for the new Mercedes-Benz SLR McLaren is produced. The “one man, one engine” philosophy is reflected by the characteristic signature plate on the AMG V12 which bears the name of the specialist who assembled the engine and guarantees the highest standards of quality and workmanship.
 

Upgraded driveline: Five-speed automatic transmission and steering-wheel gearshift controls

Power is transmitted by the AMG SPEEDSHIFT five-speed automatic transmission with steering-wheel-mounted gearshift controls. Various transmission components have been optimised to ensure safe and reliable handling of the high maximum torque level of 1000 newton metres, which is available between 2000 and 4000 rpm. These include:

 

·        … newly developed clutch pack discs with a high-quality metal coating,

·        … optimised shift and torque-converter-lockup logic.

 

Redesigned drive shafts and upgraded hub carriers also reflect the high levels of power and torque available.

 

Innovative Active Body Control with AMG sports suspension

 

Launched in 1999, the Mercedes-Benz CL-Class was the very first series-production car to feature active-suspension technology. Today, the Mercedes-Benz CL-Class, S-Class and SL-Class model series are the only vehicles in the world to offer this innovative system which reconciles the conflicting goals of safety, dynamic handling and ride comfort. Active Body Control (ABC) uses high-pressure hydraulics, sophisticated sensors and powerful microprocessors to adjust the suspension response to the current driving situation with split-second accuracy. The active suspension system eliminates almost all body movement when moving off, cornering and braking. It also reduces body roll very effectively when negotiating a curve or when avoiding an obstacle.

 

The CL 65 AMG and S 65 AMG are equipped as standard with Active Body Control and special AMG spring struts with a firmer damping response for highly dynamic handling. The driver can also select an even sportier mode at the touch of a button. Furthermore, the latest ABC suspension system features a special function which takes account of the current vehicle load when calculating the active suspension settings. If the vehicle is heavily laden with passengers and/or luggage, for example, the ABC computer calls on corresponding control algorithms and reduces the roll angle of the body – with the result that the dynamic handling values are identical to those of an unladen vehicle.

 

The dynamic handling control systems such as ABS, Brake Assist, ASR and ESP® (Electronic Stability Program) have had to be fully reworked in order to cope with the high level of power available from the biturbo engine.

Upgraded AMG high-performance braking system for front wheels

When designing the AMG high-performance braking system, the engineers drew on their extensive experience acquired during more than three decades of motorsport. The front wheels are equipped with a newly developed brake system featuring eight-piston fixed callipers with 390 x 36 mm internally ventilated and perforated composite discs. Compared with conventional brake systems, this composite technology, which makes allowance for axial and radial expansion of the discs, offers a weight saving of some 20 percent and also has a greater thermal capability – an attribute which has significant benefits with regard to durability. The rear wheels are equipped with four-piston brake callipers with 348 x 26 mm internally ventilated and perforated discs. The combination of these two systems gives the
 

CL 65 AMG and S 65 AMG the stopping power to match their performance.

Contact with the road is taken care of by multi-piece 19-inch AMG twin-spoke wheels with mixed tyres. The 8.5-inch-wide front wheels are fitted with 245/40 ZR 19 tyres, while the 9.5-inch-wide rear wheels have 275/35 ZR 19 tyres.
 

CL 65 AMG and S 65 AMG – design and appointments: An impressive combination of AMG styling, exclusive standard equipment and optimum occupant safety

 

·        Harmoniously integrated AMG styling emphasises sporty character

·        Highlights include 19-inch AMG twin-spoke wheels

·        Fine nappa leather appointments available in three colours

·        Sports seats and dynamic multicontour seats as standard

·        AMG instrument cluster calibrated to 360 km/h

·        Pioneering PRE-SAFE occupant protection system in S 65 AMG

 

The CL and S-Class have picked up several major awards in recent years for their fine styling. Sporty elegance meets the long-term quality which is characteristic of Mercedes. The task facing the designers of the CL 65 AMG and the S 65 AMG was to make subtle dynamic enhancements to the bodies of both V12 flagship models whilst remaining true to the fundamental design philosophy.

 

Both V12 flagship models feature the characteristic AMG styling as standard. The AMG front apron with the large cooling-air intakes and, on the CL 65 AMG, the integral clear-lens fog lamps give the vehicles a distinctive “face”. The dynamic quality of the side view is emphasised by the side skirts, which pick up the line
of the front apron, and by the chromed “V12 Biturbo” lettering on the front wings. Apart from being eye-catching highlights in their own right, the attractive, multi-piece 19-inch AMG light-alloy wheels with their twin-spoke design complement the overall picture. The rear is rounded off by two chromed twin tailpipes and the powerful lines of the rear apron – the latter featuring an exclusive and sporty diffusor look in the case of the CL 65 AMG.

This dynamic exterior is complemented by the exquisite interior appointments: a particularly stylish ambience is created by the extensive use of fine wood trim elements and the “Exclusive nappa” leather upholstery, which covers not only the seats, but also the door panels, the entire dashboard, the side sections of the centre console and the rear shelf; the roof lining is finished in fine Alcantara. Three colours of leather are available for the interior appointments of the two models: anthracite, java and alpaca grey.

 

Sports seats in the CL 65 AMG, dynamic multicontour seats in the S 65 AMG

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In the CL 65 AMG, electrically adjustable AMG sports seats – featuring the exclusive AMG design and perforation pattern, AMG badges, optimised lateral support, multicontour functionality, memory and seat heating – make every journey a delight, whether it involves twisting country roads or long-distance motorway cruising. The S 65 AMG has dynamic multicontour front seats which are electrically adjustable and feature a memory function and seat heating as well as the characteristic AMG upholstery piping and perforation pattern. The special multicontour function, which automatically adjusts the degree of lateral support provided by the seat, is particularly beneficial during fast cornering. Air chambers in the front of the cushion, the lumbar area and the side bolsters of the backrest are inflated or deflated by an electropneumatic system controlled by a microcomputer which processes data about the steering angle, lateral acceleration and vehicle speed in fractions of a second.

 

The distinctive style of the new twelve-cylinder flagship models is rounded off by the AMG instrument cluster calibrated up to 360 km/h, the AMG ergonomic steering wheel with gearshift buttons, the leather/wood selector lever and the chromed stainless-steel door sills with the AMG logo.

 

The comprehensive range of standard equipment in the CL 65 AMG and the S 65 AMG also includes:

 

(Selection)

·         Car phone

·         Bi-xenon headlamps

·         COMAND system with powerful DVD navigation unit, 16:9 display, CD/radio and cassette player

·         Rear bench seat with electrically adjustable outer seats (S 65 AMG)

·         Speed-sensitive power steering

·         Parktronic

·         Electrically operated blind for rear window

·         BOSE Sound System

 

The following optional extras allow customers to individualise their vehicles:

 

(Selection)

·         Distronic proximity control

·         Single-colour and two-tone designo leather upholstery, designo fine wood trim elements, designo stone trim elements (CL 65 AMG) and 13 designo metallic paint finishes

·         Keyless-Go

·         Rear air-conditioning system (S 65 AMG)

·         Luxury seats front/rear, with ventilation and heating functions

·         Multifunction system with fax, copier, printer, scanner and modem,
integrated in rear arm rest (S 65 AMG)

·         LINGUATRONIC voice-operated control system

·         TV tuner

·         TV screen in rear (S 65 AMG)

 


 

S 65 AMG features the outstanding PRE-SAFE occupant protection system

 

The standard equipment in the S 65 AMG includes the PRE-SAFE anticipatory occupant protection system, which is able to recognise a potential accident situation early enough to take appropriate measures to prepare the occupants and the vehicle. The anticipatory occupant protection measures include the almost instantaneous tensioning of the seat belts so that the driver and front passenger are in the optimum position to benefit from the airbags if an impact should occur. At the same time, PRE-SAFE also ensures that the front passenger seat and individual rear seats automatically assume the most favourable position for the expected impact. In the event of skidding, the system also closes the sunroof automatically.

 

A number of major international awards reflect the pioneering character of the innovative, high-tech PRE-SAFE system from Mercedes-Benz which has ushered
in a new era in automotive safety.

 

CL 65 AMG with enhanced airbag sensors

 

The CL 65 AMG is also equipped with highly effective occupant protection systems: newly developed up-front sensors in the front section of the body detect the severity of the impact with even greater precision and ensure that the airbags and belt tensioners are activated to the appropriate degree.

 

The windowbags in both models are equipped with new sensors which allow them to be deployed within 25 milliseconds if there is a risk of a rollover. Thanks to a special weight-sensing membrane in the front passenger seat, the corresponding airbag can be deployed to the appropriate extent. The system assigns the passenger to one of four weight categories and uses this information – in combination with data about the severity of the impact – to determine whether one or both stages of the airbag gas generator should be activated. The new weight-sensing membrane represents a further development of the seat occupancy sensor system which was developed by Mercedes-Benz some years ago. This ensures that the airbag, belt tensioner and sidebag on the front passenger side are automatically deactivated if the front passenger seat is unoccupied and thereby helps to reduce the cost of accident repairs.


 

Testing times: The development of the high-performance V12 Mercedes-Benz CL 65 AMG and S 65 AMG

 

·      Pre-production testing at the DaimlerChrysler Papenburg proving ground

·      Twelve hand-built prototypes underwent 13 months of road testing

·      From the icy cold of Sweden to the desert heat of Arizona

·      30,000 km endurance test, 5000 km at the Nürburgring

·      AMG V12 engine subjected to over 2500 hours of extreme testing

 

It is 6.30 a.m. at the high-speed circuit of the DaimlerChrysler Papenburg proving ground. Everything is quiet with not a car to be seen anywhere as the morning mist clears. The slightly hazy outline of a large Mercedes Coupé appears on the horizon. As the dark-blue metallic test vehicle draws ever closer, the silence of the five-lane asphalt track soon gives way to the sound of a powerful engine combined with tyre and wind noise. Then, as quickly as it arrived, the CL 65 AMG disappears from view again. “High-speed Testing” is the official – and eminently appropriate – name of this phase of the development programme at the proving ground in Germany’s Emsland region.

 

Equipped with electronic measuring systems, a roll-over bar, a bucket seat and a four-point racing harness, the AMG test car is being driven by Klaus Ludwig, three-time winner of Le Mans and three-time DTM champion, who has been working as a consultant to DaimlerChrysler’s development engineers since retiring from racing. After a 34-year career in international motorsport, it is hardly surprising that he remains imperturbable as the speedometer needle of the CL 65 AMG nears the 300 km/h mark. The 53 year-old former Mercedes-Benz works driver completes his final high-speed laps of the oval circuit before returning to the workshop where the engineers and specialists from Mercedes-AMG are already waiting.

 

“Everything’s fine; all the temperature and pressure readings are in the green zone”, announces Klaus Ludwig. “It’s very impressive: even at 260 km/h, the car still responds smoothly and effortlessly when you accelerate. You really feel you can make the most of its power out there on the high-speed circuit because all the safety-related components have been optimised to cope with it.” Tobias Moers, who has overall responsibility for the development of the vehicle, and his colleagues Oliver Wiech (Team Leader – Cooling System/Fuel Tank), Michael Hanker (Control Systems Testing) are clearly pleased at this reassuring verdict. “We’ve been able to build up a wealth of data during the 15-month test programme”, says Tobias Moers. “The extended trials we’ve conducted have allowed us to finalise the specification of the different components and software levels. Our work here in Papenburg focuses on optimising and approving the cooling, fuel and dynamic handling control systems so that series production of the CL 65 AMG and S 65 AMG can start on schedule.”

 

The 12.2 km oval circuit: one of several test facilities at the DaimlerChrysler proving ground in Papenburg  

This type of pre-production approval process is one of the principal activities at the DaimlerChrysler proving ground. In addition to the 12.2 km oval circuit, on which speeds in excess of 300 km/h can be attained safely, the AMG team can make use of the wet handling course and the dry handling course, the latter being a replica of the short track at Hockenheim.

 

The following components and systems are the main subjects of the week-long tests which the AMG development engineers are conducting in order to confirm their ability to cope with highly dynamic driving situations:

·        The newly developed charge-air cooling system with an air/water heat exchanger as well as the upgraded engine-oil cooling system of the AMG V12 biturbo engine.

·        The electronically controlled fuel supply system with newly developed components.

·        The completely reworked dynamic handling control systems such as ABS, Brake-Assist, ESP® (Electronic Stability Program) and ASR; the new AMG high-performance braking system with composite discs on the front wheels involved additional development work.

 

Achieving the impressive engine performance figures represented a particularly interesting challenge, even for seasoned members of the AMG development team. One of the central development targets in the specification book was to deliver 450 kW/612 hp and 1000 newton metres of torque in a series production vehicle without compromising the high level of touring comfort traditionally associated with Mercedes. Tobias Moers comments: “As well as benefiting from our extensive experience in designing and developing high-performance cars, we found that AMG’s long tradition in the field of motorsport was a major advantage. Our overall aim is to offer CL 65 AMG and S 65 AMG customers the highest possible degrees of performance and safety, whatever the operating conditions.”

 

Dynamic handling tests on replica of the short track at Hockenheim

 

Once all the test results have been reviewed and the engine oil, tyres and brakes subjected to a routine check, Klaus Ludwig sets off in the silver CL 65 AMG for an hour-long test drive on the Papenburg handling course. The 2.6 km circuit is an exact replica of the short track at the Hockenheimring which developers have long regarded as the touchstone for judging a vehicle’s handling, over/understeer characteristics and traction. He may not be battling it out with any other cars, but it is clear that Klaus Ludwig is enjoying taking the Coupé (which is packed with highly sensitive electronic measuring equipment) to the limit as he alternates between full-on acceleration and hard braking on every lap.

 

The tight Sachs curve, practically a 180 degree hairpin, is a punishing test for the tyres, transmission, chassis and ESP®. Thanks to the ABC chassis which has been optimised for AMG, body movement is kept to a minimum and there is no appreciable sensation of rolling in spite of the very high speed with which the car takes the corner.

 

Klaus Ludwig’s verdict after 50 laps: “You might think that a big Gran Turismo would be completely out of place here, but thanks to the new AMG set-up of the chassis, as well as the ABS, ASR and ESP® systems, the CL 65 AMG is able to take the short Hockenheim track in its stride. I ought to mention the new, more powerful brake system as well. That’s one of the things that makes this car such
a good drive – it’s a lot of fun, too!”

 

The driving style of the former DTM champion is reflected in the figures on the display of the laptop computer installed to the right of the centre console. Test engineer Michael Hanker assesses the readings it has picked up from the eight sensors built into the car. “The figures for lateral acceleration, yaw rate, steering angle and brake pressure as well as the four wheel-speed readings go straight to
 

the ESP® control unit. We analyse some 400 parameters by comparing them with the standard values. If there are any deviations, or if we’re not satisfied with the way the vehicle is handling, we modify the software and off we go on the next test drive “, explains the AMG development engineer responsible for the dynamic handling systems.

 

The wet handling course: the moment of truth for ASR and ESP®

 

The V12 flagship model also passes the next test with flying colours. Klaus Ludwig wastes no time in taking the CL 65 AMG to the limit on the wet handling course where the sprinklers have been turned on. The ESP® system remains activated – after all, the objective is to establish if the new control algorithms and brake application patterns will still work as intended if the vehicle’s road adhesion is suddenly compromised. The powerful V12 biturbo engine does not have the slightest difficulty in briefly overcoming the adhesion of the 275/35 R 19 rear tyres. But the ASR acceleration skid control system intervenes smoothly and effectively to keep the vehicle right on course. The warning light in the cockpit flickers into life momentarily before the full power of the engine is once again available. As he drives, Klaus Ludwig keeps glancing at the screen of the laptop fixed next to the centre console in order to check the various displays which indicate the status of the test sequence – all the readings are just fine.

 

Acceleration and braking tests put the heat on the cooling system

 

While the former racing champion is discussing the results with head development engineer Tobias Moers in the workshop, Oliver Wiech sets out on another high-speed test run in the blue CL 65 AMG. After a number of laps at full throttle, the development engineer responsible for the cooling and fuel systems switches to a different test cycle: an alternating sequence of precisely defined acceleration and braking tests. This is particularly tough on the water cooling, charge-air cooling and engine-oil cooling systems, as no sooner has the CL 65 AMG negotiated the banked curve of the Papenburg oval circuit at 300 km/h than it is made to stand in the full heat of the midday sun with the engine running. “I keep the twelve-cylinder power plant idling to see the effect it has on the temperature of the engine coolant, the engine oil and the coolant circuit of the air/water charge-air cooling system”, says Oliver Wiech.

 

The AMG engineer can check no less than 228 different parameters with the on-board laptop. The most important ones are shown clearly on the display during the actual test and are also linked to a convenient “traffic light” indicator: “If a given limit is exceeded, the colour changes from green to amber, or even red in an extreme situation. This gives me the opportunity to interrupt the test immediately to look for the cause of the problem”, explains Wiech.

 

The first day of testing is over and everyone is happy with the way things have gone. There have been no unexpected problems requiring design changes or a major software update. But if the AMG Team are able to relax a little now, it is only because of all the design work, bench testing and road testing they have
undertaken over the last two years.

 

Development timeline:

 

·        Engine design work begins in mid-2001

·        First run of engine on a steady-state test rig in winter 2001/2002; basic mechanical analysis; study of oil circuit; power optimisation with various exhaust-turbocharger and camshaft variants; definition of exhaust-emission levels; injection quantity; charge-air ducting and regulation of boost pressure

·        First in-vehicle endurance tests of engine in mid-2002

·        First test-rig endurance tests of engine in autumn 2002

 

The 42 test engines ran for a total of 5500 hours on the test rig and also had to run for over 450 hours in the course of five in-car endurance tests which were conducted in order to verify the results.

 

The results were drawn on continuously as the various engine components – which initially existed only in the form of hand-made prototypes – were refined and enhanced. Once the components were ready for series production, they were subjected to further endurance testing to ensure their quality. 

 

The same procedure was used for all the other components, such as the exhaust system, brake system, chassis, transmission and powertrain. The software which controls the engine, transmission and dynamic handling control systems was also optimised in successive releases.

 

Overview of the principal phases of the standardised Mercedes-AMG test programme for the new CL 65 AMG and S 65 AMG:

 

Development of engine, transmission and powertrain

·        Altitude testing in Denver, Colorado (USA), Lesotho (South Africa) and
Granada (Spain)

·        High-temperature testing in Death Valley, California (USA), Upington (South Africa), at the Idiada test facility (Spain) and Phoenix, Arizona (USA)

·        Test drives in Los Angeles, California (USA)

·        Low-temperature testing in Arctic Falls (Sweden)

 

Development of cooling and fuel systems

·        Various test drives on the high-speed circuits in Nardo (Italy) and Papenburg

·        Testing in Upington (South Africa) and Death Valley, California (USA)

·        Testing in the DaimlerChrysler wind tunnel

Development of brakes and control systems

·        Testing of dynamic handling control systems at the Idiada test facility (Spain), in Arjeplog (Sweden) and at the Boxberg proving ground

·        Testing of the DISTRONIC proximity control in Papenburg

·        Testing of the brake system on the high-speed circuit in Nardo (Italy) and on the Grossglockner Pass (Austria)

 

It was also necessary to conduct endurance testing in order to compress an entire (and particularly punishing) vehicle lifetime into a short period:

 

·        North Loop of the Nürburgring: The world’s most demanding race circuit was used to test the vehicle, powertrain, chassis, wheel location elements and brakes. Total distance covered: 5000 km.

·        Public road mix: Testing of interaction of all components and systems in everyday use. This test phase calls for the vehicles to be loaded to the permissible gross vehicle weight and to follow a precisely defined test programme comprising trunk roads, motorways and urban roads. Total distance covered: 120,000 km in four months.

·        High-stress endurance testing at the DaimlerChrysler proving ground in Papenburg: Extreme acceleration and deceleration sequences with extensive full-throttle operation; places high level of stress on cooling and fuel supply systems. Total distance covered: 30,000 km in two weeks.

·        “Swabian Alp” endurance test: The vehicles are loaded to the permissible gross vehicle weight and tow a two-tonne trailer; the route, which consists of trunk roads with many uphill and downhill gradients, places a high level of stress on the transmission and powertrain. Total distance covered: 25,000 km in four weeks.

Klaus Ludwig’s verdict following the tests at Papenburg is equally positive: “At first, I thought that 612 hp and 1000 newton metres of torque would be too much of a good thing for a ‘street legal’ car. But having experienced it for myself, I can only compliment the AMG engineers on the fantastic job they’ve done developing the concept for series production. I was impressed to see how easily the car copes with such incredible power.”

 

Mercedes-Benz CL 65 AMG

Engine

No. of cylinders/arrangement   12/V, 3 valves per cylinder
Displacement Cc 5980
Bore x stroke Mm 82.6 x 93.0
Rated output KW/hp 450/612 at 4800 – 5100 rpm
Rated torque Nm 1000* at 2000 – 4000 rpm
Max. engine speed Rpm 5950
Compression ratio   9.0 : 1
Mixture formation   Microprocessor controlled gasoline injection, two
exhaust-gas turbochargers

Power transfer

Transmission   5-speed automatic with AMG SPEEDSHIFT
Ratios Final drive1st gear2nd gear3rd gear4th gear5th gearReverse 2.653.592.191.411.000.833.16

Chassis

Front axle   Four-link suspension, gas-pressure shock absorbers, coil springs, Active Body Control (ABC)
Rear axle   Multi-link independent suspension, gas-pressure shock absorbers, coil springs, Active Body Control (ABC)
Braking system   Hydraulic dual-circuit brake system with vacuum booster and Brake Assist, stepped master brake cylinder, internally ventilated and perforated front and rear disc brakes, foot-operated parking brake, ABS, ESP®
Steering   Speed-sensitive rack-and-pinion power steering
Wheels   Front: 8.5 J x 19; rear: 9.5 J x 19
Tyres   Front: 245/40 ZR 19; rear: 275/35 ZR 19

Dimensions and weights

Wheelbase Mm 2885
Track front/rear Mm 1581/1583
Overall                – length Mm 4993
                             – width Mm 1857
                             – height Mm 1398
Turning circle M 11.5
Boot capacity** L 450
Kerb weight acc. to EC Kg 2155
Payload Kg 375
Gross vehicle weight Kg 2530
Tank capacity/incl. reserve L 88/11.0

Performance and fuel consumption

Acceleration 0 – 100 km/h S 4.4
Max. speed Km/h 250*
Fuel cons.NEDC combined  l/100 km  14.9 

*electronically limited; **acc. to VDA measuring method


 

Mercedes-Benz S 65 AMG

Engine

No. of cylinders/arrangement   12/V, 3 valves per cylinder
Displacement Cc 5980
Bore x stroke Mm 82.6 x 93.0
Rated output  KW/hp 450/612 at 4800 – 5100 rpm
Rated torque Nm 1000* at 2000 – 4000 rpm
Max. engine speed Rpm 5950
Compression ratio   9.0 : 1
Mixture formation   Microprocessor controlled gasoline injection, two
exhaust-gas turbochargers

Power transfer

Transmission   5-speed automatic with AMG SPEEDSHIFT
Ratios Final drive1st gear2nd gear3rd gear4th gear5th gearReverse 2.653.592.191.411.000.833.16

Chassis

Front axle   Four-link suspension, gas-pressure shock absorbers, coil springs, Active Body Control (ABC)
Rear axle   Multi-link independent suspension, gas-pressure shock absorbers, coil springs, Active Body Control (ABC)
Braking system   Hydraulic dual-circuit brake system with vacuum booster and Brake Assist, stepped master brake cylinder, internally ventilated and perforated front and rear disc brakes, foot-operated parking brake, ABS, ESP®
Steering   Speed-sensitive rack-and-pinion power steering
Wheels   Front: 8.5 J x 19; rear: 9.5 J x 19
Tyres   Front: 245/40 ZR 19; rear: 275/35 ZR 19

Dimensions and weights

Wheelbase Mm 3085
Track front/rear Mm 1578/1578
Overall                – length Mm 5163
                             – width Mm 1855
                             – height Mm 1398
Turning circle M 12.1
Boot capacity** L 500
Kerb weight acc. to EC Kg 2220
Payload Kg 405
Gross vehicle weight Kg 2625
Tank capacity/incl. reserve L 88/11.0

Performance and fuel consumption

Acceleration 0 – 100 km/h S 4.4
Max. speed Km/h 250*
Fuel cons.NEDC combined  l/100 km  14.9
     

*electronically limited; **acc toVDA measuring method

 

 

 

 

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