Mercedes-Benz G63 AMG | High Performance Off-roader |
The AMG 4.0-litre V8 biturbo engine now also replaces the previous 5.5-litre V8 biturbo engine in the G 63. It generates 430 kW (585 hp) in this model, and delivers a maximum torque of 850 Nm. This is available across a wide rev range between 2.500 and 3.500 rpm, and provides a sense of effortless superiority. It absolves a sprint from zero to 100 km/h in 4.5 seconds. This dynamic performance is maintained up to the limited maximum speed of 220 km/h, or 240 km/h with the AMG Driver‘s package. The two turbochargers are not positioned on the outside of the cylinder banks, but inside the cylinder "V". Advantages: a compact engine design, spontaneous response of the turbochargers and low exhaust emissions thanks to optimal airflow to the near-engine catalysts. The eight-cylinder delivers its power with muscular torque in all engine speed ranges, combined with maximum efficiency for low fuel consumption and emission figures. Two twin scroll turbochargers are used for optimal response. The housing is divided into two parallel flow channels. Combined with two separate exhaust ducts in the exhaust manifold, this makes it possible to control the exhaust gases on the turbine wheel separately. The exhaust gas from the first and fourth cylinders of the cylinder bank is fed into one duct, that from the second and third cylinders to the other duct. The aim is to prevent the individual cylinders from having mutually adverse effects on the gas cycle. This reduces the exhaust gas back pressure and improves gas exchange. The results are increased output by virtue of improved cylinder charging with fresh mixture, more torque at low revs and very fast response times. For more efficiency, Mercedes-AMG has equipped the V8 engine in the G 63 with the AMG Cylinder Management cylinder deactivation system. In the partial-load range, cylinders two, three, five and eight are deactivated, which significantly lowers the fuel consumption. The combined fuel consumption is 13.1 l/100 km, and the combined CO2 emissions 299 g/km. When the driver has selected the "Comfort" transmission driving mode, the cylinder deactivation system is available in the wide engine speed range from 1000 to 3250 rpm. The AMG main menu on the instrument cluster informs the driver whether the cylinder deactivation system is in use and whether the engine is presently operating in the partial or full-load range. The transition from four to eight-cylinder operation is fast and imperceptible, so that the passengers do not experience any loss of comfort whatsoever. he standard-specification AMG Performance 4MATIC all-wheel drive features rear-biased torque distribution with a front/rear split of 40 to 60 percent. This configuration ensures greater agility on the road and improved traction during acceleration. In the preceding model the distribution was still a neutral 50:50. The off-road reduction gear has been developed further for operations on difficult terrain. It helps to ensure that the G 63 is able to master even more demanding off-road stretches. The reduction ratio of the transfer case is now 2.93, i.e. considerably higher than in the preceding model (2.1). This assists moving off on extreme uphill gradients in particular, as the torque at the drive wheels is significantly increased. The off-road reduction gear can be engaged via the LOW RANGE switch at speeds of up to 40 km/h. The gear ratio of the transfer case is then changed from 1.00 in HIGH RANGE to 2.93. It is possible to switch from LOW RANGE to HIGH RANGE at speeds of up to 70 km/h. The new, intelligent multiplate clutch behaves like an automatically controlled locking differential. It ensures that the new G 63 remains manoeuvrable for longer when off-road. The advantage is that the driver has more scope before having to engage the differential locks manually. When the driver operates the switch for the centre differential lock, the multiplate clutch switches to a 100% locking effect. The locks at the front and rear axle differentials are differential locks with a dog clutch and a 100% locking effect. All the locks can be engaged individually while on the move, both in LOW RANGE and in HIGH RANGE, firstly centre, then rear axle and finally front axle differential.
The AMG 4.0-litre V8 biturbo engine now also replaces the previous 5.5-litre V8 biturbo engine in the G 63. It generates 430 kW (585 hp) in this model, and delivers a maximum torque of 850 Nm. This is available across a wide rev range between 2.500 and 3.500 rpm, and provides a sense of effortless superiority. It absolves a sprint from zero to 100 km/h in 4.5 seconds. This dynamic performance is maintained up to the limited maximum speed of 220 km/h, or 240 km/h with the AMG Driver‘s package. The two turbochargers are not positioned on the outside of the cylinder banks, but inside the cylinder "V". Advantages: a compact engine design, spontaneous response of the turbochargers and low exhaust emissions thanks to optimal airflow to the near-engine catalysts. The eight-cylinder delivers its power with muscular torque in all engine speed ranges, combined with maximum efficiency for low fuel consumption and emission figures. Two twin scroll turbochargers are used for optimal response. The housing is divided into two parallel flow channels. Combined with two separate exhaust ducts in the exhaust manifold, this makes it possible to control the exhaust gases on the turbine wheel separately. The exhaust gas from the first and fourth cylinders of the cylinder bank is fed into one duct, that from the second and third cylinders to the other duct. The aim is to prevent the individual cylinders from having mutually adverse effects on the gas cycle. This reduces the exhaust gas back pressure and improves gas exchange. The results are increased output by virtue of improved cylinder charging with fresh mixture, more torque at low revs and very fast response times. For more efficiency, Mercedes-AMG has equipped the V8 engine in the G 63 with the AMG Cylinder Management cylinder deactivation system. In the partial-load range, cylinders two, three, five and eight are deactivated, which significantly lowers the fuel consumption. The combined fuel consumption is 13.1 l/100 km, and the combined CO2 emissions 299 g/km. When the driver has selected the "Comfort" transmission driving mode, the cylinder deactivation system is available in the wide engine speed range from 1000 to 3250 rpm. The AMG main menu on the instrument cluster informs the driver whether the cylinder deactivation system is in use and whether the engine is presently operating in the partial or full-load range. The transition from four to eight-cylinder operation is fast and imperceptible, so that the passengers do not experience any loss of comfort whatsoever. he standard-specification AMG Performance 4MATIC all-wheel drive features rear-biased torque distribution with a front/rear split of 40 to 60 percent. This configuration ensures greater agility on the road and improved traction during acceleration. In the preceding model the distribution was still a neutral 50:50. The off-road reduction gear has been developed further for operations on difficult terrain. It helps to ensure that the G 63 is able to master even more demanding off-road stretches. The reduction ratio of the transfer case is now 2.93, i.e. considerably higher than in the preceding model (2.1). This assists moving off on extreme uphill gradients in particular, as the torque at the drive wheels is significantly increased. The off-road reduction gear can be engaged via the LOW RANGE switch at speeds of up to 40 km/h. The gear ratio of the transfer case is then changed from 1.00 in HIGH RANGE to 2.93. It is possible to switch from LOW RANGE to HIGH RANGE at speeds of up to 70 km/h. The new, intelligent multiplate clutch behaves like an automatically controlled locking differential. It ensures that the new G 63 remains manoeuvrable for longer when off-road. The advantage is that the driver has more scope before having to engage the differential locks manually. When the driver operates the switch for the centre differential lock, the multiplate clutch switches to a 100% locking effect. The locks at the front and rear axle differentials are differential locks with a dog clutch and a 100% locking effect. All the locks can be engaged individually while on the move, both in LOW RANGE and in HIGH RANGE, firstly centre, then rear axle and finally front axle differential.