Mercedes SLS video
03-22-2010, 04:26 PM
#5
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Thread Starter
I did some "research" - and it seems to be real. That's based on eye witnesses that were at the tunnel for filming (it was in canada). They didn't actually see inside the tunnel, but they saw the prep and the elated mood of everyone after the shoot. Also, Top Gear did a test in a tunnel and showed that it was possible.
03-23-2010, 12:27 PM
#6
Rennlist Member
I saw this morning that the SL will race in FIA GT3 class, they should bring it over the the GTC in ALMS.
03-23-2010, 05:08 PM
#7
Rennlist Member
Was it a "real tunnel" or "real driving upsidedown, with no downforce, and only centrifugal force"? 
was this a grown up version of a hot wheel track? I dont think the sideways velocity was enough to keep the thing stuck to the tunnel surface.
But, it was an intersting video. a little anti-climatic at the end, unless it was real.
was this a grown up version of a hot wheel track? I dont think the sideways velocity was enough to keep the thing stuck to the tunnel surface. But, it was an intersting video. a little anti-climatic at the end, unless it was real.
I did some "research" - and it seems to be real. That's based on eye witnesses that were at the tunnel for filming (it was in canada). They didn't actually see inside the tunnel, but they saw the prep and the elated mood of everyone after the shoot. Also, Top Gear did a test in a tunnel and showed that it was possible.
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03-24-2010, 12:41 PM
#8
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And it's now a race car ...
horoughbred motor sports technology for the racetrack
Automotive fascination combined with spectacular racing car design – the new Mercedes-Benz SLS AMG GT3. This racing version of the gullwing model was designed as customer sports car for competing in race series according to the near-series FIA GT3 rulebook. Out-standing handling dynamics are ensured by uncompromising light-weight construction and specific modifications to the suspension, brakes and aerodynamics. This very special gullwing model will deliver its debut performance on the racetrack in 2011.
The purist design and breathtaking contours of this gullwing model are effectively emphasized by specific modifications to the bodywork. The new components made mainly from carbon-fiber are an unmistakable testimony to the outstanding racetrack performance and extensive aerodynamic development work.
At the front the GT3 racing car has a new front apron with larger air intakes: the wide aperture below the characteristic radiator grille with a large Mercedes star and a wing-shaped transverse fin supplies the engine oil cooler and brake discs with cooling air. The two air intakes below the vertically arranged bi-xenon headlamps have the same function. Downforce at the front axle is provided by four externally mounted "flics" and the carbon-fibre front splitter: this blends into the smooth underbody cladding which ends with the rear diffuser.
The bonnet has a central aperture to dissipate the engine heat. The hot air is vented in the wheel arches from side vents in the front wings. Particularly lightweight polycarbonate is used to glaze the side and rear windows, and this is also available for the windscreen.
The front and rear wings have been widened to make space for the large racing tires. With a width of 1990 millimeters, the body of the GT3 is a good 50 millimeters wider than that of the standard SLS AMG. The new side skirts have apertures for cooling the rear brakes. The smooth underbody is visible at the lower edges of the side skirts. The standardized filler pipe for the fast-refuel system is accommodated in the B-pillar. The 120-liter fuel tank is centrally located behind the driver.
Wide rear apron of carbon-fiber
Viewed from the rear, the SLS AMG GT3 impresses with its sheer width. The boot lid is surmounted by a wide carbon-fiber rear aerofoil, which has multiple adjustments and allows a perfect setup for the type of racetrack concerned. The new rear apron features two apertures designed to vent the rear wheel arches. The carbon-fiber rear diffuser is another eye-catching feature: as an extension to the smooth underbody, it gradually rises in the rear axle area and generates a downforce thanks to its shape. The overall aerodynamic concept of the SLS AMG GT3 was refined and finalized in extensive wind tunnel and racetrack tests.
The black exhaust tailpipes emit a thrilling and very characteristic AMG eight-cylinder sound. The rain light prescribed by the rulebook is integrated into the boot lid – it must remain permanently switched on if the weather conditions are poor.
Near-series AMG 6.3-liter V8 engine
As prescribed by the FIA GT3 rules, the AMG 6.3-liter V8 engine is practically identical to that in the standard model. Thanks to its lower weight, the GT3 will easily better the already outstanding acceleration of the standard model – 3.8 seconds from zero to 100 km/h; depending on the final drive ratio, the top speed will exceed 300 km/h.
The AMG 6.3-liter V8 engine also has a dry sump lubrication system in the racing model. Using vacuum and pressure pumps, as well as an external oil tank, makes it possible to dispense with a conventional sump. This technology ensures reliable engine lubrication even under the high lateral acceleration forces encountered on the racetrack.
Dry sump lubrication also allows a low installed position for the V8 engine – one of the key technological highlights of the SLS AMG. Installing the eight-cylinder engine in the lowest possible position behind the front axle as a front-mid engine, and combining it with the transmission in a trans-axle arrangement, produces a very favorable weight distribution.
Six-speed racing transmission with sequential gear-changes
Unlike in the standard model, power in the SLS AMG GT3 is transferred by a six-speed racing transmission with sequential gear-changes. Thanks to its compact construction, this race-tested transmission has advantages in terms of packaging – after all, the GT3 version has a smaller ground clearance than the standard model. The driver shifts the gears using two shift paddles on the steering wheel. The transmission is mounted directly on the rear axle, and connected to the V8 engine via a flexurally and torsionally rigid torque tube. This has decisive advantages with respect to handling dynamics, as this sophisticated solution enables the entire powertrain to be configured with far less free play. In conjunction with the traction control system, a multi-disc locking differential integrated into the transmission ensures outstanding acceleration. A drive shaft rotates at the engine speed within this torque tube. As in the standard model, and also the Mercedes-Benz C-Class DTM racing cars, the shaft is made from carbon-fiber.
The vehicle concept of the SLS AMG is predestined for top-class racetrack performance, with a long wheelbase, a low center of gravity and a wide track. Its strengths include precise over/understeer characteristics, first-class agility, low inertia during fast changes of direction and high physical limits when cornering.
Very few modifications were required for perfect racetrack performance: the lowered, lightweight aluminum suspension with double wishbones all-round has the ideal kinematics. Multiple adjustments allow the best possible adaptation to the relevant racetrack characteristics and prevailing weather conditions. Not only the spring and damper setups, but also the track width and camber, the suspension height and the stabilizers at the front and rear axles can be adjusted.
The rack-and-pinion steering system with speed-sensitive servo assistance is basically the same as in the standard SLS AMG. The more direct steering ratio makes for even more agile handling on the racetrack.
AMG motor sports braking system with composite technology
The AMG motor sports braking system ensures extremely short braking distances, outstanding fade-resistance and great sensitivity: race-tested composite technology is used for all the brake discs. In this system, the grey cast-iron discs are mounted on an aluminum bowl via stainless steel connections in a radially and axially floating arrangement. This sophisticated technology allows perfect heat conduction, and therefore reliable fade-resistance. The SLS AMG GT3 also features precisely configured cooling ducts: apertures in the front apron and in front of the rear wheels supply the brake discs with cool air when on the move. All four brake discs are ventilated, grooved and perforated. Six-piston fixed calipers at the front and four-piston fixed calipers at the rear in anthracite with a white AMG logo allow generous brake lining surfaces. An anti-lock braking system with a special racing configuration is standard. For space reasons, the AMG high-performance ceramic composite braking system optionally available for the standard model is not compatible with the 18-inch wheels prescribed by the FIA rulebook.
The size 12 x 18-inch (front) and 13 x 18-inch (rear) AMG light-alloy wheels with central locking are shod with racing tires in size 287 x 682 mm (front) and 315 x 708 mm (rear). Depending on the conditions, untreaded slicks, intermediates or rain tires are used. The classic multi-spoke design assists ventilation of the braking system. Rapid pitstops and wheel-changes are assured by the pneumatic jacking system integrated into the underbody: four pneumatic jacks lift the GT3 racing car by around 190 millimeters to allow very rapid wheel-changes by the pit crew.
Interior with racing bucket seat and racing steering wheel
Opening the gullwing doors of the SLS AMG GT3 reveals a functional interior with a racing car atmosphere. The driver is seated in a racing bucket seat, his safety assured by a six-point seat belt and the HANS system (Head and Neck Support), which fixes his helmet in a defined position during an accident to minimize the risk of injury. Additional safety is provided by the steel rollover cage, which also serves to reinforce the aluminum space-frame.
A racing steering wheel with a diameter of 330 millimeters allows perfect vehicle control. Thanks to the open upper section of the rim, the driver always has a clear view of the central display. This keeps him informed about all the relevant parameters such as speed, engine rpm, operating temperatures, lap times and the selected gear. The steering wheel also has a quick-locking feature which allows much easier access and egress. Switches on the steering wheel boss enable the driver to activate additional functions such as the radio link to the pits, headlamp flasher or the drink function. Further controls are mounted on the center console, for example the start/stop function for the AMG V8 engine, the traction control system, reverse gear and – if the worst should happen – the integrated fire extinguisher system. The brake balance adjustment control is mounted on the tunnel of the torque tube.
The near-series specification of the GT3 version is reflected in the dashboard, whose powerfully arching wing section gives an impression of width. Strikingly integrated into the dashboard, the air vents galvanized in "Silver Shadow" have adjustable, cruciform nozzles reminiscent of an air-craft's jet engines.
Deliveries of customer vehicles will commence in spring 2011
The new SLS AMG GT3 was developed to comply with the international FIA GT3 race rules, and is entitled to take part in all GT3 race series – which of course includes the popular 24-hour race in Spa-Francorchamps (Belgium) or the Nürburgring. Interested customers are able to order the GT3 from autumn 2010, and delivery will take place in time for the start of the 2011 rac-ing season. Homologation will be completed in March 2011.
horoughbred motor sports technology for the racetrack
Automotive fascination combined with spectacular racing car design – the new Mercedes-Benz SLS AMG GT3. This racing version of the gullwing model was designed as customer sports car for competing in race series according to the near-series FIA GT3 rulebook. Out-standing handling dynamics are ensured by uncompromising light-weight construction and specific modifications to the suspension, brakes and aerodynamics. This very special gullwing model will deliver its debut performance on the racetrack in 2011.
The purist design and breathtaking contours of this gullwing model are effectively emphasized by specific modifications to the bodywork. The new components made mainly from carbon-fiber are an unmistakable testimony to the outstanding racetrack performance and extensive aerodynamic development work.
At the front the GT3 racing car has a new front apron with larger air intakes: the wide aperture below the characteristic radiator grille with a large Mercedes star and a wing-shaped transverse fin supplies the engine oil cooler and brake discs with cooling air. The two air intakes below the vertically arranged bi-xenon headlamps have the same function. Downforce at the front axle is provided by four externally mounted "flics" and the carbon-fibre front splitter: this blends into the smooth underbody cladding which ends with the rear diffuser.
The bonnet has a central aperture to dissipate the engine heat. The hot air is vented in the wheel arches from side vents in the front wings. Particularly lightweight polycarbonate is used to glaze the side and rear windows, and this is also available for the windscreen.
The front and rear wings have been widened to make space for the large racing tires. With a width of 1990 millimeters, the body of the GT3 is a good 50 millimeters wider than that of the standard SLS AMG. The new side skirts have apertures for cooling the rear brakes. The smooth underbody is visible at the lower edges of the side skirts. The standardized filler pipe for the fast-refuel system is accommodated in the B-pillar. The 120-liter fuel tank is centrally located behind the driver.
Wide rear apron of carbon-fiber
Viewed from the rear, the SLS AMG GT3 impresses with its sheer width. The boot lid is surmounted by a wide carbon-fiber rear aerofoil, which has multiple adjustments and allows a perfect setup for the type of racetrack concerned. The new rear apron features two apertures designed to vent the rear wheel arches. The carbon-fiber rear diffuser is another eye-catching feature: as an extension to the smooth underbody, it gradually rises in the rear axle area and generates a downforce thanks to its shape. The overall aerodynamic concept of the SLS AMG GT3 was refined and finalized in extensive wind tunnel and racetrack tests.
The black exhaust tailpipes emit a thrilling and very characteristic AMG eight-cylinder sound. The rain light prescribed by the rulebook is integrated into the boot lid – it must remain permanently switched on if the weather conditions are poor.
Near-series AMG 6.3-liter V8 engine
As prescribed by the FIA GT3 rules, the AMG 6.3-liter V8 engine is practically identical to that in the standard model. Thanks to its lower weight, the GT3 will easily better the already outstanding acceleration of the standard model – 3.8 seconds from zero to 100 km/h; depending on the final drive ratio, the top speed will exceed 300 km/h.
The AMG 6.3-liter V8 engine also has a dry sump lubrication system in the racing model. Using vacuum and pressure pumps, as well as an external oil tank, makes it possible to dispense with a conventional sump. This technology ensures reliable engine lubrication even under the high lateral acceleration forces encountered on the racetrack.
Dry sump lubrication also allows a low installed position for the V8 engine – one of the key technological highlights of the SLS AMG. Installing the eight-cylinder engine in the lowest possible position behind the front axle as a front-mid engine, and combining it with the transmission in a trans-axle arrangement, produces a very favorable weight distribution.
Six-speed racing transmission with sequential gear-changes
Unlike in the standard model, power in the SLS AMG GT3 is transferred by a six-speed racing transmission with sequential gear-changes. Thanks to its compact construction, this race-tested transmission has advantages in terms of packaging – after all, the GT3 version has a smaller ground clearance than the standard model. The driver shifts the gears using two shift paddles on the steering wheel. The transmission is mounted directly on the rear axle, and connected to the V8 engine via a flexurally and torsionally rigid torque tube. This has decisive advantages with respect to handling dynamics, as this sophisticated solution enables the entire powertrain to be configured with far less free play. In conjunction with the traction control system, a multi-disc locking differential integrated into the transmission ensures outstanding acceleration. A drive shaft rotates at the engine speed within this torque tube. As in the standard model, and also the Mercedes-Benz C-Class DTM racing cars, the shaft is made from carbon-fiber.
The vehicle concept of the SLS AMG is predestined for top-class racetrack performance, with a long wheelbase, a low center of gravity and a wide track. Its strengths include precise over/understeer characteristics, first-class agility, low inertia during fast changes of direction and high physical limits when cornering.
Very few modifications were required for perfect racetrack performance: the lowered, lightweight aluminum suspension with double wishbones all-round has the ideal kinematics. Multiple adjustments allow the best possible adaptation to the relevant racetrack characteristics and prevailing weather conditions. Not only the spring and damper setups, but also the track width and camber, the suspension height and the stabilizers at the front and rear axles can be adjusted.
The rack-and-pinion steering system with speed-sensitive servo assistance is basically the same as in the standard SLS AMG. The more direct steering ratio makes for even more agile handling on the racetrack.
AMG motor sports braking system with composite technology
The AMG motor sports braking system ensures extremely short braking distances, outstanding fade-resistance and great sensitivity: race-tested composite technology is used for all the brake discs. In this system, the grey cast-iron discs are mounted on an aluminum bowl via stainless steel connections in a radially and axially floating arrangement. This sophisticated technology allows perfect heat conduction, and therefore reliable fade-resistance. The SLS AMG GT3 also features precisely configured cooling ducts: apertures in the front apron and in front of the rear wheels supply the brake discs with cool air when on the move. All four brake discs are ventilated, grooved and perforated. Six-piston fixed calipers at the front and four-piston fixed calipers at the rear in anthracite with a white AMG logo allow generous brake lining surfaces. An anti-lock braking system with a special racing configuration is standard. For space reasons, the AMG high-performance ceramic composite braking system optionally available for the standard model is not compatible with the 18-inch wheels prescribed by the FIA rulebook.
The size 12 x 18-inch (front) and 13 x 18-inch (rear) AMG light-alloy wheels with central locking are shod with racing tires in size 287 x 682 mm (front) and 315 x 708 mm (rear). Depending on the conditions, untreaded slicks, intermediates or rain tires are used. The classic multi-spoke design assists ventilation of the braking system. Rapid pitstops and wheel-changes are assured by the pneumatic jacking system integrated into the underbody: four pneumatic jacks lift the GT3 racing car by around 190 millimeters to allow very rapid wheel-changes by the pit crew.
Interior with racing bucket seat and racing steering wheel
Opening the gullwing doors of the SLS AMG GT3 reveals a functional interior with a racing car atmosphere. The driver is seated in a racing bucket seat, his safety assured by a six-point seat belt and the HANS system (Head and Neck Support), which fixes his helmet in a defined position during an accident to minimize the risk of injury. Additional safety is provided by the steel rollover cage, which also serves to reinforce the aluminum space-frame.
A racing steering wheel with a diameter of 330 millimeters allows perfect vehicle control. Thanks to the open upper section of the rim, the driver always has a clear view of the central display. This keeps him informed about all the relevant parameters such as speed, engine rpm, operating temperatures, lap times and the selected gear. The steering wheel also has a quick-locking feature which allows much easier access and egress. Switches on the steering wheel boss enable the driver to activate additional functions such as the radio link to the pits, headlamp flasher or the drink function. Further controls are mounted on the center console, for example the start/stop function for the AMG V8 engine, the traction control system, reverse gear and – if the worst should happen – the integrated fire extinguisher system. The brake balance adjustment control is mounted on the tunnel of the torque tube.
The near-series specification of the GT3 version is reflected in the dashboard, whose powerfully arching wing section gives an impression of width. Strikingly integrated into the dashboard, the air vents galvanized in "Silver Shadow" have adjustable, cruciform nozzles reminiscent of an air-craft's jet engines.
Deliveries of customer vehicles will commence in spring 2011
The new SLS AMG GT3 was developed to comply with the international FIA GT3 race rules, and is entitled to take part in all GT3 race series – which of course includes the popular 24-hour race in Spa-Francorchamps (Belgium) or the Nürburgring. Interested customers are able to order the GT3 from autumn 2010, and delivery will take place in time for the start of the 2011 rac-ing season. Homologation will be completed in March 2011.
03-24-2010, 02:01 PM
#9
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You honestly believe that they ran a car upside down in a tunnel with people standing underneath it? There's a reason that the shot is stitched together...they would have shown the continuous loop in a single shot if it had been real.
03-24-2010, 06:28 PM
#10
Rennlist Member
Fake, but entertaining!
Cars cant run on ceilings going from 5 feet from the side, climbing a wall. not enough lateral acceleration, and time available.
Cars cant run on ceilings going from 5 feet from the side, climbing a wall. not enough lateral acceleration, and time available.
Yeah, because they wouldn't have instructed everyone standing around to act that way in order to "add" to the legend or anything...
You honestly believe that they ran a car upside down in a tunnel with people standing underneath it? There's a reason that the shot is stitched together...they would have shown the continuous loop in a single shot if it had been real.
You honestly believe that they ran a car upside down in a tunnel with people standing underneath it? There's a reason that the shot is stitched together...they would have shown the continuous loop in a single shot if it had been real.
03-24-2010, 09:17 PM
#11
Administrator - "Tyson"
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We need to bombard the Mythbusters forum with the Mercedes video 
03-25-2010, 12:48 AM
#12
Rennlist Member
you could have done that with a couple of ramps on the street. it was just a barrel roll, never coming close to the ceiling.
Did you see how he even got a running start? In the Mercedes video, he car actually went right up to the side and then just used the ramp to climb the wall. So, there is no way that would have worked. Its all about the centrifugal force, which there would be very little. the car would have ended up on its roof.
Did you see how he even got a running start? In the Mercedes video, he car actually went right up to the side and then just used the ramp to climb the wall. So, there is no way that would have worked. Its all about the centrifugal force, which there would be very little. the car would have ended up on its roof.
03-25-2010, 03:19 AM
#14
Rennlist Member
Lol. They put him in the car before they packed it up in Germany. Flew it over to Canada and he drove out.
Little cramped...
Little cramped...
03-25-2010, 11:01 AM
#15
Owns the Streets
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Do the Lambos with scissor doors and the SLS race car run without side windows for easy access to the driver if the car turns turtle?
