Look! This can almost be done with one hand!
That's where you actually need traction control
especially in this weather.
Speaking of wet tarmac:
I later followed "Mister DTM" onto the race track...
drove through a puddle...
the car swung off...
and I almost saw myself crashing into the guardrails!
From the GT R, GT C, GT, GT S
now to Janko Wicke
who is part of the team of the powertrain.
Exactly.
We've got here the big engine: the 4-litre biturbo.
What special features does it have?
The engine is part of our V8 engine family.
But for the sports cars.
It is built with dry sump lubrication,
which means that we don't have a normal oil sump
such as every customer knows.
That is, under the engine is a box with oil
and a dipstick.
For the sports cars, the oil is here
in this black container.
In this big one?
Yes, in here.
Why is it constructed like that?
It enables higher corner speed, higher acceleration,
higher deceleration.
That is, the oil that's usually sloshing
around in an oil sump from left to right
is actively sucked off with a pump
and transferred into this tank
and is collected there
independently of acceleration and cornering
and is then again sucked from the tank
by the high pressure oil pump
in order to provide the engine with oil.
So everything is provided with as usual.
So that's what's special about it as a sports car
so that it's possible to drive fast with it.
The second advantage of this configuration is that
if there is no oil sump that is relatively high,
that the engine can be built flatter
and can be located at a lower point of the vehicle.
It's about the centre of gravity.
Yes, exactly!
Apart from that, as you said, the engine
has 4 litres of displacement, V8,
two turbo chargers.
What's special about the turbos is that
as you can see here
are located between the cylinder banks.
Why is it designed like that?
Firstly, the engine is more compact through that
and secondly, it improves the responding qualities
because the escape channels of the cylinder heads
directly lead into the turbos
and thus, no heat, no energy is lost
but the whole energy from the exhaust fumes
goes into the turbos.
That means that you can say that
the warmer it is up there
the better for the engine.
Technically, yes.
But it is of course difficult,
because the turbos can get very hot.
What temperatures are we talking about?
Considerably more than 900 °C.
Okay.
So if the hood is directly above that
which should not be 900 °C warm...
Yes, right.
...it needs a lot of effort
to cool the whole thing down again.
But that's why we have engineers working on this
who are also concerned with the cooling of the system.
In other words, it is safe.
The turbos are hot, but not too hot.
And the body of the car does not suffer.
What does the cooling system look like?
Do you use air?
Much air is flushed through it.
That means that during operation,
as much air as possible is run
above the engine, the catalytic converter,
and the hot turbos
in order to eliminate the heat.
That means that you mainly use
airflow to cool it down.
Exactly.
We have the 4-litre biturbo in all models
of the GT. That means
from the GT up to the GT R.
Correct.
Nonetheless, we get different output levels.
That's right.
How does that come to be?
How do you do that?
The engines look very similar on the outside
but they are different with regard to the turbos.
The high output versions of the GT have other turbos
that can handle a higher air flow
because for high performance
you need both fuel and air.
The air has to go through the turbos
which were optimized for this.
And I need much boost pressure for high performance.
And in order to increase the boost pressure,
the turbos were also changed.
585 PS come out of this engine
and have to be transferred
to the transmission in the back
because of the transaxle design
with the engine in the front
and the transmission at the rear axle.
And this "torque tube"
that is, the cardan shaft within it,
can transfer this?
It transfers it.
The cardan shaft is made of carbon fiber
and — what's special — it turns at motor speed.
That means that if the engine does 7,000 rpm
the whole cardan shaft also turns
with 7,000 rpm.
This requires much effort
when it comes to making it safe, to testing it.
That it is safe,
that it survives until the end of the life cycle.
And it does.
Okay.
Last but not least,
let's talk about the transmission
as part of the powertrain.
In order to maintain balance,
the transmission is at the rear axle.
Right.
That's one thing.
But what is special about the transmission?
Because, in a GT R, GT, GT S,
if you pull the lever,
you can really feel it.
It really goes forward.
Roughly speaking, the technical data are the following:
it's a 7-speed transmission.
It's a dual clutch transmission.
The experts should know what that means.
You can roughly say that when one gear is engaged
the next is already waiting to be engaged.
That's right, that's how it works.
And for the GT R, the transmission is optimized
in comparison to that of the GT S
by slightly changing the transmission ratio
of the first and seventh gear
in order to change the responding qualities
and the acceleration.
And the final drive
has also become shorter
in order to put an emphasis on dynamics.
But as such, the whole AMG GT family
has the same transmission.
That's correct.
One camera, two...
Let's see how Johannes is going to do,
if there remains colour in his face.
I'd say let's do a taxi drive!
There still is colour in his face.
Green, like the car!
Are you ready?
Yes, I'm ready, I'm filming a little.
You are filming me?
Then I have to make a special effort.
Ok, listen: for the drive mode
I am currently in race mode.
But I still have the suspension on "hard".
On "Sport Plus", as it's called.
But I now choose "Comfort"
because the dampers are more absorbing then
and thus it gets more downforce
and a better handling
under these conditions.
If it was dry, I'd choose "hard".
I've set it to automatic transmission.
In general, everybody can choose what they want
but it makes it more comfortable like this.
I am used to automatic transmission,
I've been driving like that for a long time now.
Thus, I have more control over the car like this.
You're ready? Ok, let's go!
So...
...what I also do, next to having the race mode active,
is switching the ESP completely off.
I push the ESP button for a longer time,
for about 3 seconds
and then you can see it shining here.
Middle setting.
This is the middle setting of the traction control.
What does "traction control" mean?
I'll take it easy for the first lap.
What does it mean?
Traction control means that lateral stabilization is gone.
There is no more ESP.
But the traction, that is the forward acceleration,
is still there.
And I can adjust it to a few levels.
Awesome.
Let's heat up the tyres, shall we?
That's crazy!
As you can see, I really have to heat up the tyres first
because the car has 585 PS
that you have to translate into acceleration.
Yes.
Here you have to be careful
because the car can swing off due to these waves.
It's like a rollercoaster!
Yes, it's the new rollercoaster at the Bilster Berg.
You bet.
Awesome.
So, this was the first lap, as a warm-up.
Ah, that was only the warm-up.
Yes.
You can see that the traction control is working
when it is blinking.
You can observe that in a second.
So, breaking for the first corner
and when we are stepping on the gas now
it starts blinking.
There you can see it blinking.
Awesome!
Then we know that the traction control is working.
And we also know that it's slippery outside.
I believe everybody enjoys this.
I also took part in the development of the GT4.
Traction control and the like.
But how do you approach a road car?
I know how you would approach it for a race car
but there you have the basis of the road car.
You already have a certain range.
But how do you approach this?
Because you have nothing. How does that work?
Not quite.
The system already exists in motor sports,
and our company is not that large,
we are still talking to each other.
We get feedback from Bernd Schneider
and from "Reini" Renger, the colleagues who are here.
And also from you, because you already know
the system from motor racing.
And you also drove the GT R very early on
and also gave us feedback
concerning the traction control.
But it is a good example
for the straightforwardness of the car.
Form follows function.
We use valuable parts that fulfill a purpose.
There is nothing that only looks like brute force
but is in truth a hindrance,
and the traction control is one of these things.
We enable the performance-oriented driver
for example at a track day
to completely turn off the ESP.
The traction control is only there
to improve the performance
because excessive wheelspin
at the rear axle is prevented.
You can control how much wheelspin is permitted
at the rear axle by choosing the position.
Position 1 to 9: I can choose between anything from
heavy rain up to completely grippy tyres
and dry conditions.
And that makes it much easier for me
as a driver to achieve a good lap time
because there is never too much wheelspin.
There is only as much as I choose with the control.
Driving in the rain is hard work,
even for a professional driver.
Because you have to do more steering,
I'm steering all the time.
The car is skidding
because the little film of water
that is between the road and the tyre
prevents the tyre
from completely interlocking
with the tarmac.
And that's why the car is skidding.
That has nothing to do with the car,
it's only about the connection
between the tyre and the road.
Next to all the GTs you can see on the road
there are two treasures in our fleet
that are not made for the road.
And I am standing here with nobody less than
the five-time DTM champion Bernd Schneider
who was involved in the development
of the SLS AMG GT3, the AMG GT3
and the AMG GT4.
Bernd, we are standing next to the GT3,
which is the car you were the most successful with
in the DTM.
Absolutely, and we are very proud of that
because we only started customer racing in 2010.
And much has happened since then
if you look at how many units
of the SLS GT3 we have sold.
We have already sold more units of the GT3
than we did of the SLS
during its whole lifespan.
That's why we are very content
with the development of the whole programme.
The base is the GT,
which means that you took the chassis
of the GT and made
a GT3 race car out of it.
What's special about a GT3 car?
The differences between a GT3 car
and the members of the GT family
start under the hood:
this is not the 4-litre V8-biturbo engine
but the engine we know from the SLS
the 6.3- or 6.2-litre naturally aspirated engine
we chose back then
because it is cost-efficient.
The lifespan is extremely important
for these cars because of the running costs.
And these can be calculated
very well with this engine.
That's why we stuck with the trusted engine.
The chassis was
completely borrowed from the GT.
There were no significant changes.
What we have done is optimize the weight:
carbon fiber hang-on parts.
The GT3 is about 300 kg lighter
than the GT R.
We had to slim it down a little.
What has changed is the aerodynamics.
You can see the flaps in the front,
the underbody, the big wing,
these are the prominent features
distinguishing it from the GT R
and that also improves the lap times.
The GT R has more horsepower than the GT3
something many don't understand.
But you can see it here very well:
restrictors.
Depending on the setting,
the engine has between
500 and 600 and a few PS.
But you usually drive this car
with 520 to 540 PS,
that is 40 PS less than in the GT R.
You've talked about the performance,
let's talk about a current topic:
there is a special version of these
that has just been delivered:
the 50 year edition of the AMG GT3.
And those have 650 PS
because there is no little tube in between.
Yes, exactly, it is completely straight through.
There was the 45th Anniversary Edition of the SLS.
And now we have stepped up our game
with the Edition 50.
650 PS is a lot for about 1,280 kg
and offers much driving pleasure.
And that's where you really need the
traction control for the first time.
With these cars, you need it
from time to time, most of all in this weather,
but otherwise, the car has such good traction
that you hardly ever need the traction control.
Traction control reminds me of the development:
you play a part
in the development of all cars.
A very important and big part
with your experience.
I was involved in the GT4,
but there we already had a base.
But Thomas Jäger and you,
you developed the SLS AMG GT3
from scratch.
What is that like?
How do you approach that?
Do you sit in the car and hope that it works?
What was it like at the beginning?
I took part in the development
of the road car of the SLS from scratch.
It was very interesting as a race driver
to develop a production car
and to get to know the processes there
because it's a little different from motor racing.
And when we started customer racing
with the SLS
we used the experience from the DTM
and could apply many things
but it was very important to Thomas and me
that the car was not only for professional drivers
but also for customers who buy it
to attend track days now and then.
And that's why our main concern
was that the car is easy to operate
that you have a good overview
over all the controls you have to use
and that the car is easy to drive.
And that also was the cornerstone
of the success of the SLS
because when people entered it,
they said: "Wow! Nice and easy to drive."
It's just fun!
Yes, the success of the car shows
that this has worked.
And then you get to the AMG GT3.
That is, you have the basis of
the SLS AMG GT3.
Does that make it easier
or does it feel like starting all over again?
We do not start from scratch
but we have set the bar very high
with the SLS
and we knew that it was going to be
hard to exceed.
But we tried very hard to
and we have learned at lot.
It was 5 years of many processes
you had to go through.
And that's why we could borrow much
and just improve certain aspects
of the GT
and we have achieved that.
The GT still has so much potential.
What was important to us for the SLS was
that we wanted to build a car
that doesn't need any performance updates.
And that was also our goal for the GT.
A performance update means
that you have to do something to make it faster
and that costs a lot of money.
But if you build a good car from the beginning,
then you get such a small restrictor like this
and much weight
and then you can always improve it a little
by increasing the size of the restrictor
or reducing the weight.
And I believe we were successful with that
and our competitors envied us a little
because we do not have to
force a performance update
on our customers every other year.
As you said at the beginning,
the customers are a priority for AMG,
which brings me to the GT4.
Yes. GT4...
...the question I get most often is:
"What's the difference?"
You can see a difference in price.
Considering that a GT4 costs nearly half as much
as a GT3.
But in my opinion, you get
a lot of race car for that price.
And for us, it was the next
logical step that we said
that the GT3 as the only customer project
is not enough,
we need something that's more of a
beginner's model.
And with the GT4, you are
not yet at the level of the GT3,
but get very much of a race car.
Of course, we also know that customer racing
is not only about building a good car
but you also need a good service,
you have to guarantee the supply
of parts, and so forth.
And that's the challenge
if you start such a project.
But the feedback we received for the GT4
during the past few months
since we have presented it
has been incredible and I think that we are
headed in the right direction.
We still have a lot to learn
because it's more of a challenge than the GT3
because we are going to sell a lot more of these
because of the lower price.
Yes. If we make the connection to the
street legal car, to the GT R,
is the GT4 closer to the GT R or the GT3,
or is it positioned in the middle?
I think that it's a very good option
in the middle
because it has the biturbo engine
that has enormous potential
because this car is going to have
the balance and performance of the GT3
and we are driving with very few PS
at the moment, as you know,
and the aerodynamics have been
adapted a little, of course.
The wing is very similar
to that of the GT R.
The front lip is even a little more
sophisticated than that of the GT R
because it is retractable.
For racing, such a lip
is not ideal because
it gets hit a little and such a lip
costs very much to replace.
And it should also be easy to handle,
that it's easy to drive
that as a beginner, you can just
get into it and it's fun.
I've always called it "plug and play":
you get into it and it works.
It works well for the GT3,
even though the GT4 is the entry
into the GT programme,
if you want to phrase it like that.
In general, you can say
that also the GT4 class
becomes more professional.
If you look at the competition,
the bar has been raised,
which was also our aim,
we did this because we wanted to be the benchmark.
Yes, the competition
went along with it
because everybody said that
because of the price of the GT3
you need an entry level class
that is still affordable.
And not only we saw it like that
but the competition shared this opinion
which is why there are the others as well.
Competition is good for business.
I believe that we are well positioned
that the basic car,
the GT R, is already a great product
we didn't have to change much.
And that's why I think that we have
a small advantage over the competition.
The customer has the last word
and we are all excited for
the delivery of the first cars
because the big question is how it is received.
And that's also my last question:
Who is this car for?
You talked about the customers:
Who buys a GT4?
I've talked to some customers
who have already ordered the car
and there are really big
differences between them:
there are a few who said
that they buy it to use it 1 to 3 times a year
at a track day.
They just want to get into it,
start it, and off it goes.
Maybe check the air pressure,
but otherwise just have fun with it.
A nice father and son activity.
Yes. I've just been to America
and there is a father and son team
who race together who are
nearly professional drivers.
They say that this is the perfect car for us
to take part in long distance races,
the American IMSA series
with the GT4.
And they prepare for that
very professionally.
So it's for everybody, from the amateur
to nearly professional race drivers.
And we have to serve them
with the right product, with the right car
to make them all happy.
Perfect. When can we see you
on the race track again?
In October, I'll take part in the
"12 hours of Spa" with the GT4
and I'm excited to see how it works.
Very good! Thanks a lot, Bernd!
Thank you!
And we'll go back into the rain to see how it's going.
I'm doing 200.
200 km/h, and look at this!
You can have a lot of fun, also with the GT R.
And it's still very stable, look!
This can almost be done with one hand!
Now I understand why it needs the big wing in the back!
Yes! Many think that the wing is only there
to look good, but it really
makes a difference.
With the wing, you have more
downforce at the rear axle,
and you really need that.
We have a front lip
that is automatically lowered.
It's an active element to improve
aerodynamics, the front lip.
Which is not allowed in the F1 regulations.
Exactly.
But why do you use this to improve aerodynamics?
What does it accomplish?
The effect behind it is known,
it's the Venturi effect, which means that
if there is an airflow, and I
reduce the opening, the air
has to flow faster.
This means that in the front
below the engine, I have an element
that can be lowered like a soft wave.
How much?
40 mm.
This reduces the opening for the air
between these two parts and the ground,
which increases the speed of the air.
And if it hits an area that opens up in the back,
then it generates reduced pressure.
A diffuser. We have a small one in the back.
Yes.
In the back, we have the effect of the diffuser,
and in the front the Venturi effect
after the front lip.
In the end, it even
improves the cd value,
which wasn't even the aim.
But we have less uplift force at the front axle.
And that's what delights us driving dynamics people and you:
a car that isn't lifted
from the ground by the air,
but is ideally even pushed down.
But you shouldn't overdo some things:
we need to create an aerodynamic balance
between the front and the rear axle.
And as you know, everybody likes a car
that corners like a go-kart at lower speeds.
Yes, very sharp and precise!
But I can't handle such a car anymore at 300 km/h
and that's why we have a specific aerodynamic balance
that generates more downforce on the
rear axle than on the front axle.
Incredible!
Did you like it?
Yes, it's awesome!
And I'm not green!
You have colour in your face again!
That's great!
Great, thank you very much!
Thank you, it was really cool!
The skidding was awesome!
The master!
Speaking of wet tarmac:
I've later secretly followed
"Mister DTM" onto the race track.
I have to say I nearly regret it,
not because of Bernd Schneider...
Don't let him hear that!
No, you regret it because,
as with Jan, if you are
following a master,
who is just so good at it,
you feel very small afterwards.
But of course, an instructor is considerate,
he could have easily outpaced me,
which he didn't do, he waited for me.
But what added to the difficulty was that
the track was much wetter than during our lap.
There were puddles everywhere.
Bernd Schneider also drove with one hand:
with one hand at the steering wheel
and the radio in the other hand.
And he masterfully steered his GT R
through the puddles, maintaining the ideal line.
And I was skidding in nearly every corner.
Not for a long time, but again and again.
I also couldn't use the curbs,
because they were like ice.
You can see the footage of that now,
we have a little bit of that on camera.
I have to say I had a few near death experiences.
And what's also treacherous...
...talking about concentration and reading the road:
You must never ever think yourself safe!
Right at the end, after 4 or 5 laps,
we were on a straight,
and I accelerated to catch up.
I touched the gas a tiny bit too much
in the "Sport Plus" mode,
drove through a puddle,
the car swung off,
and I nearly thought that I was going to
hit the crash barrier.
But the GT R
has a very well tuned ESP,
it catches you.
You only mustn't panic and
perform too quick steering motions.
And then I was back on track.
My heart was racing,
but I've noticed what the car can do.
Thank you very much
for guiding me through this world,
through the AMG GT family.
You're very welcome!
I'm enjoying it myself,
and I'm not doing it only because I belong to AMG.
You're living it!
You really have to live something like that.
There are Porsche fans,
Mercedes fans, AMG fans and so on.
And I'm really enjoying this.
And I believe you can see that:
I'm always smiling, no matter which car I drive,
even if it's only an A 45.
And if you had fun as well
that makes me even happier.
I was in my element on the race track.
That's my thing!
I'm trying to teach many people how to race.
I have a series on that on my YouTube channel.
Yes, you have to tune in!
How to become a race driver, if you want to.
And I hope that you've developed a taste for it!
Absolutely! I'd gladly do it again!
I'm already looking forward to meeting you again!
I hope that's going to be soon!
Great, thank you very much!
Goodbye, tune in again,
and also take a look at Jan's channel!
Bye!
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