“That was really an unforgettable experience,” said Maro Engel after completing the record lap. “I didn’t expect
that we would be able to set such a lap time with these track conditions. In some crucial areas of the track, it
hadn’t dried completely yet and was therefore tricky. That was a special challenge. We tried to find the
optimal deployment strategy during the pre-tests. Like Lewis Hamilton and George Russell on their race
weekends, I also had to deploy the electrical energy of the hybrid drive in the best possible way. That’s not
easy, especially with this length of track. In addition, the DRS function had to be used optimally. But that’s
also a real Formula 1 feeling. I would like to thank you for this opportunity and the trust you’ve placed in me. It
was definitely something very special to drive this incredible car on the Ring.”
"I’m proud of the whole AMG team – everyone who was involved in this project. The various departments in
Affalterbach as well as our colleagues at HPP in Brixworth never gave up and continued to push the dream of
this vehicle. This success is the well-deserved reward for their hard work. Even though the AMG ONE is
certainly more at home on a Grand Prix circuit than on the Nordschleife – as is so often the case with this
project – we’ve simply gone one step further. We’re the first ever to have taken on the challenges of the
Nürburgring with a super sports car. That’s also what makes this project so unique and I’m very happy about
this fantastic lap time," said Philipp Schiemer, Chairman of the Board of Management of
Mercedes‑AMG GmbH.
At first, it didn't look like a new record. The weather was sunny with a light wind, but the track was – typical of
the Nürburgring in autumn – still damp and partly dirty in some areas. In some sections, such as the fast
“Kesselchen” section, the ideal line had not yet completely dried. All in all, they were not ideal conditions –
especially for a vehicle in this extreme performance class. By the time the track was passable for a first fast
lap, the remaining time had whittled down to less than an hour. With air and asphalt temperatures of just
under 20 degrees Celsius, this was only enough for a maximum of four fast laps.
Mercedes-AMG brought two ONEs to the Ring, which meant that the limited time could be used effectively.
According to the specifications of Nürburgring 1927 GmbH & Co. KG, both vehicles were inspected and
documented by TÜV Rheinland to ensure that they were in series production. A notary confirmed the proper
condition of the vehicles and the correct execution of the record runs.
Record vehicle in series-production condition
Technically, the record-breaking vehicle had everything that the Mercedes-AMG ONE offers as standard – the
hypercar brings Formula 1™ hybrid-drive technology from the racetrack to the road for the first time. With one
combustion engine and four electric motors, the E PERFORMANCE hybrid delivers a total of 782 kW (1,063
hp), with the top speed capped at 352 km/h. The other motorsport technology ranges from the carbon
monocoque and carbon body to the engine/transmission unit as a stressed member and active aerodynamics
to the push-rod chassis. With its complex technology, the two-seater Mercedes-AMG ONE offers even more
than a Formula 1™ racing car in some cases. It features the fully variable AMG Performance 4MATIC+
all‑wheel drive with a hybrid-driven rear axle and electrically driven front axle with torque vectoring.
For the record drive, the maximum camber values within the delivery tolerance were selected. Maro Engel
chose the “Race Plus” driving programme. This means active, maximum possible aerodynamics, tight
chassis tuning, vehicle lowering by 37 mm at the front axle and 30 mm at the rear axle and, of course, full
power from all motors. The Drag Reduction System (DRS) is activated by the driver by pressing a button on
the steering wheel. This retracts the front louvres on the wings as well as the upper aero element of the
two-stage rear wing. If the system detects deceleration or a certain degree of lateral acceleration, the aero
elements extend again in a flash.
Intelligent driving for optimal energy management
The record lap in the hybrid super sports car with Formula 1™ technology required not only driving skills, but
also an intelligent driving style: Maro Engel used special energy management for the lap of the 20.8 km
Nordschleife. This means that he could not accelerate to the maximum possible speed on all sections of the
track, but also had to manage his energy. To do this, he used the four-stage Energy Flow Control (EFC) of
the AMG ONE and let off the gas a little earlier in some sections, known as “lift and coast” in technical
jargon. In addition, Maro also used energy recovery in the braking phases. Thus, even on the long Döttinger
Höhe, the high-performance battery still offered enough power for a 338 km/h top speed.
AMG ONE customers can also take advantage of all these variation options. This also applies to the
MICHELIN Pilot Sport Cup 2 R MO tyres, which are fitted as standard and were specially developed for the
ONE in collaboration with development partner Michelin. The standard AMG ceramic high-performance
composite braking system ensures the highest possible deceleration and stability.
First car manufacturer with a hypercar on the Ring
Mercedes-AMG is the first car manufacturer to have ventured onto the Nürburgring Nordschleife with such a
hypercar and set official records there. The Mercedes-AMG ONE is therefore not only the absolute fastest
road-legal vehicle on the Nordschleife, but also number 1 in the Nürburgring "super sports car" category.
The fast lap times were precisely measured by the neutral experts of "wige SOLUTIONS". An independent
notary also certified the proper condition of the vehicle and the measurements with an 11-page certificate.
About the Mercedes-AMG ONE
The E PERFORMANCE hybrid drive of the Mercedes-AMG ONE comes directly from Formula 1 and has been
realised in close cooperation with the experts at Mercedes-AMG High Performance Powertrains in Brixworth.
It consists of a highly integrated and intelligently networked unit comprising one hybrid, turbocharged
combustion engine with a total of four electric motors. One has been integrated into the turbocharger, another
has been installed directly on the combustion engine with a link to the crankcase and the two remaining
motors drive the front wheels.
The 1.6-litre V6 hybrid petrol engine with electrically assisted single-turbocharging corresponds in its
technology to the current Formula 1 power unit. The four overhead camshafts are driven by spur gears. To
achieve high engine speeds, the mechanical valve springs have been replaced by pneumatic valve springs.
The engine, mounted in mid-engine position in front of the rear axle, revs up to 11,000 rpm. However, for
longer durability and the use of commercial super plus petrol, it deliberately stays below the F1 rev limit.
The high-revving power unit is boosted by a high-tech turbocharger. The exhaust gas turbine and compressor
turbine are positioned at a distance from each other and connected by a shaft. This allows a lower installation
position for the turbocharger. On the shaft is an approx. 90 kW electric motor. Electronically controlled, this
drives the turbocharger shaft directly, accelerating the compressor wheel up to 100,000 rpm before the
exhaust gas flow takes over. The Formula 1 designation for this unit is MGU-H (Motor Generator Unit Heat).
Lightning-quick response, faster than a naturally aspirated V8 engine
The major advantage: the response improves significantly, immediately from idle speed (when the exhaust
flow is still weak) across the entire rev range. The 1.6-litre V6 engine responds even more spontaneously to
accelerator pedal commands, while the overall driving experience is highly dynamic. In addition, the
electrification of the exhaust gas turbocharger enables higher torque at low engine speeds. This also
increases agility and optimises acceleration. Even when the driver takes their foot off the accelerator or
brakes, the technology is able to maintain boost pressure at all times. This ensures a continuously direct
response.
The electric exhaust gas turbocharger in the Mercedes-AMG ONE has yet another advantage: it uses part of
the surplus energy from the exhaust gas flow to generate electrical energy as a generator. This is either
stored in the high-voltage lithium-ion battery or fed to the electric front axle or the electric motor (MGU-K =
Motor Generator Unit Kinetic) on the combustion engine. The MGU-K has an output of 120 kW, is positioned
directly on the combustion engine and is connected to the crankshaft via a spur gear system - another
technology that ensures maximum efficiency and performance in Formula 1.
Turbocharging and direct injection with spray-guided combustion not only enable high power output, but also
increase thermodynamic efficiency, thus reducing fuel consumption and exhaust emissions. The
high‑performance six-cylinder engine has two injection systems. Direct injection delivers the fuel into
the combustion chambers at up to 270 bar pressure. This is a multiple process at times, and is controlled by
the engine management system as required. The additional port injection is needed to achieve the high
specific power of the engine and at the same time comply with the exhaust emission limits.
Added to this is the very complex and effective exhaust gas cleaning system with four preheated metal
catalytic converters, two ceramic catalytic converters and two petrol particulate filters. The four heating
elements with a combined output of 16 kW make it possible to comply with the EU6 exhaust emission limits
under real driving conditions (RDE). The exhaust gas cleaning system is also backpressure-optimised to
avoid power losses. This also applies to the large rear silencer made of lightweight titanium.
New all-wheel drive with purely electrically driven front axle
The two 120 kW electric motors on the front axle reach rotor speeds of up to 50,000 rpm. They are each
connected to the front wheels via a reduction gear. The front axle, which is thus driven purely electrically,
operates wheel-selectively in each case and thus enables individual torque distribution for particularly high
driving dynamics ("torque vectoring"). In addition, the two electric motors also allow the braking energy to be
optimally used for recuperation - up to 80 percent under everyday driving conditions. This energy is stored in
the battery and is available for a longer electric range or for more drive performance. Each electric motor is
controlled by its own power electronics located in close proximity to the electric motors in the floor assembly.
High Performance Battery with Formula 1 technology
The lithium-ion energy storage system is also a special Mercedes-AMG development. Its technology has
already proven itself in the Mercedes-AMG Petronas F1 Team's Formula 1 hybrid racing cars under the
toughest conditions and can also be found in the battery of the Mercedes-AMG GT 63 S E PERFORMANCE.
The AMG High Performance Battery combines high power that can be called up frequently in succession with
low weight to increase overall performance. Added to this are the fast energy draw and the high power
density. This means that during a brisk drive in hilly terrain, for example, drivers can immediately call on the
full power potential on uphill stretches, while recuperation is strong when driving downhill.
The arrangement of the battery cells and the cell cooling mirror the Mercedes-AMG Formula 1 racing car. For
everyday use, however, their number is many times greater in the Mercedes-AMG ONE. The capacity of 8.4
kWh is sufficient for a purely electric range of 18.1 kilometres. Charging is via alternating current and the
integrated 3.7 kW on-board charger. In addition, the battery can be supplied with fresh energy via recuperation
or from the combustion engine. The lithium-ion, high-voltage battery and the DC/DC converter supporting and
charging the 12 V onboard electrical system are accommodated in space-saving configuration in the vehicle
floor behind the front axle.
Innovative direct cooling of the high-voltage battery
The basis for the high performance of the battery is the innovative direct cooling: A high-tech coolant flows
around all the cells and cools them individually. Background: Every battery needs a defined temperature for
optimum power delivery. If the battery becomes too cold or too hot, it noticeably loses power at times, or has
to be regulated to avoid damage if the heat becomes excessive. The even temperature of the battery therefore
has a decisive influence on its performance, service life and safety.
The coolant circulates from top to bottom through the entire battery past each cell with the help of a
high‑performance electric pump and also flows through a heat exchanger attached directly to the
battery. The system is designed to ensure even heat distribution in the battery. The result is that the battery
is always in a consistent, optimal operating temperature window of 45 degrees Celsius on average - no matter
how often it is charged or discharged. It may well be that the average temperature is exceeded when driving at
high speeds. The protection mechanisms are therefore configured so that the maximum performance can be
obtained from the battery, with the temperature level subsequently lowered by direct cooling.
Only direct cooling makes it possible to use cells with very high power density. Thanks to this individual
solution, the battery system is particularly light and compact. The low weight is also due to the
material‑saving busbar concept, and the lightweight yet strong crash structure of the aluminium
housing. It ensures the highest level of safety. Another feature is the high voltage of the drive system, which
operates at 800 volts instead of the usual 400 volts. Thanks to the higher voltage levels it is possible to
significantly reducing the cable diameters, for example, thereby saving design space and weight.
Intelligent operating strategies for optimum output and efficiency
All in all, the High Performance Plug-in Hybrid Drive System offers numerous intelligent operating strategies
that are optimally adapted to different application scenarios. The drive programs range from purely electric
operation to a highly dynamic mode (Strat 2), which corresponds to a setting used in Formula 1 qualifying for
the best possible lap times. Despite the high system complexity, the driver will always receive the optimal
combination of performance and efficiency - depending on the current requirement.
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