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  • William Maley
    William Maley

    Geneva 2018: 2019 Mercedes-AMG G63 Proves A Box Can Fly

      Who doesn't want 577 horsepower box on wheels?


    Last month's Detroit Auto Show saw Mercedes-Benz unveil the all-new 2019 G-Class. A number of folks were excited as this was the first full-redesign since the model was introduced back in 1979. But there were a number of people wondering if and when an AMG version would arrive. The G-Class is unique in Mercedes-Benz's lineup as half of the models sold are the AMG variant. Good news, Mercedes has revealed the 2019 G63 that will be debuting next month at the Geneva Motor Show.

    Under the G63's hood is a variant of the 4.0L BiTurbo V8 that is found in a number of Mercedes and AMG models. In this guise, the V8 produces 577 horsepower and 621 pound-feet of torque (available between 2,500 and 3,500 rpm). This is paired with a nine-speed automatic and a 40/60 split four-wheel drive system with three locking differentials. 0-60 mph takes 4.4 seconds (about a second faster than the current G63) and top speed stands at 137 mph. Opt for the Driver's package and top speed rises to 149 mph.

    The suspension has been given the once-over by AMG with new adaptive dampers and coil springs on all wheels. The steering system features a variable ratio and speed-sensitive rack.

    Outside, the G63 comes with AMG's Panamericana grille design, wider fenders, red brake calipers, and optional 22-inch wheels. A flat-bottom steering wheel and Nappa leather upholstery are key changes for the interior.

    Mercedes-Benz is keeping quiet on the price, but we're expecting to be above the $150,000 mark. The 2019 G63 arrives in the U.S. at the end of this year.

    Source: Mercedes-Benz
    Press Release is on Page 2


    The new 2019 Mercedes-AMG G63

    • New appearance of the high-performance G-Class

    Feb 13, 2018 – Affalterbach: The new 2019 Mercedes-AMG G63 has undergone the greatest change in its history - while remaining true to its well-proven virtues. The G63 underpins its unique position among performance off-road vehicles with a powerful drive system, an AMG-developed suspension, AMG-specific transmission modes and a new interior with optimal widescreen cockpit. The basis for the hallmark AMG Driving Performance both on and off road is provided by the 577 hp handcrafted AMG 4.0-liter V8 biturbo engine, rear- biased all-wheel drive (40:60) with three differential locks, extremely fast- shifting 9-speed automatic transmission, double wishbone independent front suspension and adaptive adjustable damping. The reinterpretation of the unmistakable design creates strong highlights with the AMG-specific radiator grille, flared wheel arches, striking side pipes on the exhaust system and wheels up to 22-inches in diameter.

    "The new AMG G63 brings driving performance to the segment of unadulterated off-road vehicles in unexpected form. It was important for us to tie in with the original character on account of the cult status the G63 enjoys with our customers and fans. The vehicle has nevertheless reached a completely new dimension in terms of technology with the handcrafted AMG 4.0-liter V8 biturbo engine as well as in combination with the off-road characteristics, the agility and the vehicle dynamics achieved," explains Tobias Moers, CEO of Mercedes-AMG GmbH. "This applies to the entire G-Class model series. Mercedes-AMG is responsible for their suspension and chassis development as well as V8 competence."

    Proven to be powerful: the handcrafted AMG 4.0-liter V8 biturbo engine

    The handcrafted AMG 4.0-liter V8 biturbo engine now also replaces the previous 5.5-liter V8 biturbo engine in the G63. It generates 577 hp in this model, and delivers a maximum torque of 627 lb-ft. This is available across a wide rev range between 2,500 and 3,500 rpm, and provides a sense of effortless superiority. The G63 completes a sprint from zero to 60 mph in just 4.4 seconds (est.), 0.9 seconds faster than the previous model. This dynamic performance is maintained up to the limited maximum speed of 137 mph, or 149 mph 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.

    Other engine features include modified pistons, optimized intercooling and extensive software upgrades. Spray-guided direct gasoline injection with piezo injectors, an all-aluminum crankcase, four-valve per cylinder design with camshaft adjustment, air-water intercooling, alternator management, ECO start/stop function and gliding mode have all been retained.

    AMG Cylinder Management cylinder deactivation system

    For more efficiency, Mercedes-AMG has equipped the V8 engine in the G63 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.

    When the driver has selected the "Comfort" transmission driving mode, the cylinder deactivation system is available in the wide engine speed range from 1,000 to 3,250 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.

    AMG SPEEDSHIFT TCT 9G transmission with shorter shift times

    The AMG SPEEDSHIFT TCT 9G transmission is used in the G63. This has a model-specific software application to achieve very short shift times. The multiple downshift function allows more spontaneous bursts of speed, while the double-declutching function in "Sport" and "Sport Plus" transmission modes makes for an even more emotional driving experience. Defined engine manipulation makes for even faster gear changes.

    The wide ratio spread allows a choice of a very sporty or a very comfortable and efficient driving experience. In all transmission modes the G63 moves off in first gear so as to ensure a dynamic sprint from a standstill whenever required. The DIRECT SELECT lever has been repositioned as a steering column stalk.

    "Manual" mode can be selected using a separate switch. The gear changes are based on the selected transmission mode, and the driver can now change gear using the paddles on the steering wheel. Moreover, the transmission stays in the selected gear and does not automatically shift up when the engine speed reaches the limit.

    Enhanced agility and traction: AMG Performance 4MATIC all-wheel drive

    The 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 a neutral 50:50.

    The off-road reduction gear has been developed further for operation on difficult terrain and helps to ensure that the G63 is able to master even more demanding off-road stretches. The reduction ratio of the transfer case is now 2.93 : 1, considerably higher than in the preceding model (2.1 : 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 25 mph. 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 44 mph.

    The new, intelligent multiplate clutch behaves like an automatically controlled locking differential. It ensures that the new G63 remains maneuverable 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 center 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 in LOW RANGE: firstly center, then rear axle and finally front axle differential.

    The differential locks now respond to the switches even more rapidly, as they are electromechanically actuated and fully networked. An LED and the central driver's display indicate which lock is currently active.

    With adaptive adjustable damping: AMG-developed suspension

    The new G63 performs even better when off-road, and on the road it is more dynamic and comfortable than its predecessor. The agile driving impression is substantially due to the suspension system, which has been completely redesigned by Mercedes-AMG and features coil springs all-round. For the first time the front axle has an independent, double wishbone suspension; a rigid axle with a five-link suspension is used at the rear.

    The components of the double-wishbone front suspension are directly mounted to the ladder-type frame without a subframe. The attachment points of the lower wishbone are positioned as far up as possible. This arrangement ensures good drivability both on and off the road. A strut tower brace, known as a suspension bridge, now connects the front strut towers, which increases the torsional rigidity of the ladder-type frame.

    At the rear, the new axle is guided with four longitudinal control arms on each side and a Panhard rod. This makes normal driving on the road even more comfortable. When off-road, the rear spring compression of 3.2 inches and rebound of 5.6 inches plus the ground clearance of 9.5 inches to the rear axle gear help to ensure a safe ride even in extreme situations. To reduce body roll, the G63 has additional transverse stabilizers at the front and rear axles.

    The AMG suspension with adaptive adjustable damping is standard equipment. This fully automatic, electronically controlled system adjusts the damping at each wheel to the current requirements. This improves driving safety and ride comfort. The damping is adjusted individually for each wheel, and depends on the driving style, the road surface and the selected suspension setting. The ideal operating point can be selected at all times on the basis of extensive information relating to acceleration or vehicle speed, for example.

    Via a switch on the center console, the driver can choose between three different sets of damping characteristics, namely "Comfort," "Sport" and "Sport+," and thus individually influence the driving experience from very comfortable to taut and sporty.

    Direct and with clear feedback: the AMG speed-sensitive steering

    The electromechanical speed-sensitive steering installed in the G63 for the first time has a variable ratio to ensure precise and authentic feedback. The steering servo assistance is reduced at high speeds and continuously increases at low speeds. This means that comparatively little steering force is required at low speeds and that the best possible control over the vehicle is maintained at high speeds. Steering power assistance is available in a choice of two modes - "Comfort" or "Sport." The relevant characteristics are automatically activated depending on the selected AMG DYNAMIC SELECT driving mode, or can be personalized in "Individual" mode. In "Sport" the driver receives more direct feedback about the driving status.

    Characteristics at the touch of a finger: AMG DYNAMIC SELECT

    For the first time in the history of the Mercedes-AMG G-Class, the driving characteristics can be individualized at the touch of a finger with five on-road and three off-road driving modes.

    With the five AMG DYNAMIC SELECT on-road modes "Slippery," "Comfort," "Sport," "Sport+" and "Individual," the characteristics range from efficient and comfortable to very sporty. Key parameters such as the response of the engine, transmission, suspension and steering are modified in the process. Independently of the AMG DYNAMIC SELECT drive programs, the driver has the option of pressing the "M" button to switch directly to manual mode, in which gearshifts are executed exclusively using the shift paddles on the steering wheel. If required, the stages of the adaptive adjustable suspension can be selected as well.

    Three off-road modes - "Sand," "Trail," and "Rock" - are available when driving off the beaten track. These are accessed using the switch in the center console for activation of the central differential lock, and can then be selected with the AMG DYNAMIC SELECT rocker switch. "Trail" allows maximum performance on soft, muddy or slippery surfaces. "Sand" modifies the parameters for sporty dynamics and the best possible grip and steerability on sandy stretches or desert sand dunes. "Rock" is the mode for extremely demanding, rocky terrain with severe axle articulation and frequent lifting of one or more wheels.

    All the driving modes, both On Road and Off Road, are visualized in the instrument cluster and in the central media display. Deselection of all the locks returns the setting to the on-road driving modes.

    Bodyshell: made for the toughest jobs

    The basis for the enormous off-road capabilities of the G63 is provided by a torsionally rigid ladder-type frame of high-strength steel and a mounted body of composite construction. This design is considerably more robust and suitable for off-road operations than a unibody construction. As the lowest point of this construction, the frame ensures a low center of gravity and protects the major assemblies, fuel tank and exhaust system during ground contact when driving over obstacles.

    Another development aim was to reduce the weight of the body. Using a digital prototype, the developers simulated the operating life of individual components and assemblies to determine where lighter materials could be used without compromising durability, operating life and quality.

    The result is a new material mix: the bodyshell consists of various grades of steel. The fenders, hood and doors are made of aluminum. To be able to retain the door hinges and handles typical of the G-Class, the developers modified these to suit the new aluminum design. The A and B-pillars are made of high- strength steel in view of their load-bearing function.

    Thanks to this intelligent design, it was possible to increase the torsional rigidity of the frame, body shell and body mounts by around 55 percent, from 6537 to 10,162 Nm/deg. This provides the ideal basis for maximum handling precision. Comfort has also benefited: vibrations and noise in the interior have been considerably reduced.

    The roof is no longer spot-welded, but instead connected to the body structure by laser welding - resulting in better surface quality and higher body strength. The flange width was retained, but optimized for the new welding method. For the first time, all the fixed windows are adhesive bonded to the body. This not only increases the torsional rigidity of the body, but also makes the window frames more resistant to corrosion.

    Off-road capability was the main focus during further development of the doors. The side and rear doors have a protective foil cladding on the inside, so that no water can enter when fording watercourses. The surfaces of the frame, vehicle floor and body are specially treated to withstand even the most severe influences – whether water, snow, salt or sand.

    Sporty and distinctive: the exterior design

    Unmistakable design features give the new AMG G63 its unique appearance: the boxy silhouette, the proud hood, external door hinges, round headlamps, mounted direction indicators, robust door handles, muscular protective strips with inserts in high-gloss black with a silver AMG emblem, the exposed spare wheel on the rear door with a stainless steel cover and three-dimensional Mercedes star.

    The front section of the G63 is characterized by the AMG-specific radiator grille and the AMG bumper with large side air inlets and trim in matt iridium silver. The headlamps, indicators and tail lights are in LED High Performance technology as standard. This lighting consumes less energy and has a particularly long service life.

    MULTIBEAM LED headlamps are optionally available. These each use 84 individually controlled high-performance LED modules to illuminate the road surface automatically with an extremely bright and precisely directed beam of light, without dazzling other road users. That is because this individual control allows the light distribution of the left and right headlamps to be adapted separately, quickly and dynamically to suit the changing situation on the road. This improves safety for all road users.

    With the enhanced fog light function, the MULTIBEAM LED technology also allows the headlamp on the driver's side to illuminate that side more actively, while masking any rise in the light beam. As a result, the outer half of the road surface is more brightly illuminated and back-glare from the light reflected from the fog is reduced.

    New light functions for enhanced safety

    Adaptive Highbeam Assist Plus also benefits from the performance of MULTIBEAM LED technology: thanks to a larger number of pixels, the dark areas in the light distribution are more precise and dynamic than ever before in partial main-beam mode, and the main beam can be used for longer than before. Once switched on, the system always makes the best possible headlamp range available.

    Mercedes-AMG G63 with further distinctive features

    Exclusive exterior characteristics of the G63 include the flared front and rear wheel arches, which create space for the larger, wider wheels, running boards as standard, distinctive trim elements on the front and rear bumpers and metallic paintwork as standard. Other distinguishing features include the "V8 BITURBO" lettering on the front fenders and the Mercedes-AMG G63 model badge on the rear door. Red brake calipers, perforated brake discs and available 22-inch wheels round off the exterior design.

    The G63 looks particularly striking with the optional AMG Night package. In this case the headlamps, tail lights, indicator lenses, rear window and rear side windows are dark-tinted. The Obsidian Black paint finish on the exterior mirror housings, the spare wheel ring and the trim in the front and rear bumpers, together with the black-painted underride guard, emphasizes the confident appearance which is rounded off by matte-black 21 or 22-inch wheels.

    Sporty look with model-specific details: the interior design

    The new G63 has been given a completely newly designed, modern interior that echoes specific exterior features. The shape of the round headlamps is reflected in the side air vents, and in the shape of the indicators in the tweeters on the dashboard. Hallmarks of the G63 also include the grab handle in front of the front passenger and chrome-highlighted switches for the three differential locks.

    The completely redesigned dashboard has analogue tubes as dial instruments as standard. Optionally the fully digital Widescreen Cockpit with virtual instruments directly in the driver's field of vision and a central display above the center console can be ordered. The two 12.3-inch displays visually blend into a single unit beneath a shared glass cover. The driver is able to choose from three different views – "Classic," "Sporty" and "Progressive" – and access the required information individually.

    The new dimensional concept in the interior benefits all the occupants. The increase in length (+4 inches), width (+4.8 inches) and height
    (+1.6 inches) provides the basis for a significantly more airy and spacious impression than in the previous model. The most important interior dimensions at a glance:

    Description Difference
    Legroom in the front +1.5 in
    Legroom in the rear +5.9 in
    Shoulder room in front +1.5 in
    Shoulder room in rear +1.1 in
    Elbow room in front +2.7 in
    Elbow room in rear mm +2.2 in

    The rear seats can be folded down in a ratio of 40, 60 or 100 percent. The seats in the G-Class are equipped as standard with numerous convenience functions and are ergonomically designed, thus providing enhanced seating comfort and lateral support. Features include the Memory function for the driver's seat, seat heating front and rear, as well as luxury head restraints in the front.

    This ride comfort can optionally be boosted still further with the Active Multicontour Seat package. In addition to the special multicontour seats, this encompasses such features as various massage functions, climate-controlled seats, and fast seat heating. This variant also offers electrically adjustable lumbar supports for the driver and front passenger. The side sections of the seat cushions and backrests of the active multicontour seats include integrated air chambers that fill or empty continuously depending on the driving dynamics, thus providing better support for the seating positions of driver and front passenger and offering more lateral support during cornering.

    New AMG Performance steering wheel as standard

    Extremely sporty design, a grippy shape with a heavily contoured rim and intuitive operation are the key attributes of the new AMG Performance steering wheel in nappa leather, which is standard equipment. It has a flattened lower section and is perforated in the grip area. The steering wheel shift paddles are galvanized.

    Using the integrated touch control buttons, the functions of the instrument cluster (left) and multimedia system (right) can be intuitively controlled by horizontal and vertical swiping movements of a finger. As in the S-Class, the settings for Active Distance Assist DISTRONIC and cruise control are made in the left control panels. The control panels on the right are used to activate the voice control and telephone, and to regulate the sound volume, music selection and other functions of the multimedia system.

    Typical AMG V8 exhaust note

    The dual-flow exhaust system features side pipes below the rear doors. The twin tailpipes in high-gloss chrome emit the typical AMG V8 sound. The standard exhaust flap can be adjusted in two stages using the switch in the center console or depending on the selected driving mode, to make the exhaust note more sporty or discreet.

    Exclusive "Edition 1" special model at market launch

    On market launch the new Mercedes-AMG G63 will also be available as an exclusive "Edition 1" special model: the combination of equipment details turns the special model into the flagship of the range. Painted in designo Night Black Magno with contrasting matte Graphite Grey sports stripes along the vehicle sides and finished with exterior mirror housings have a decorative red stripe, the Edition 1 boasts a distinctive look. The AMG Night package with features in high-gloss black reinforces the muscular impression. The matte black 22-inch forged wheels in a cross-spoke design have red-painted rim flanges.

    The red highlights continue in the interior: They can be found on numerous interior features, for example as red contrasting topstitching on the dashboard support, center console, door panels and rear seats. The front sport seats in Black/Red Pepper nappa leather also show this striking color. The sport seats feature a dynamic diamond pattern with red contrasting topstitching as standard. The carbon-fiber trim has highlights in Red Pepper, and the Performance steering wheel in DINAMICA microfiber with a flattened lower section is embellished with red contrasting topstitching and a red 12 o'clock marking.

    The new, 2019 Mercedes-AMG G63 will celebrate its world premiere at the Geneva Motor Show on March 6, 2018, with a pricing announcement and US market launch to take place by the end of 2018.

    Technical data at a glance

      2019 Mercedes-AMG G63
    Engine Handcrafted AMG 4.0-liter V8 Biturbo
    Displacement 3,982 cc
    Output 577 hp at 6,000 rpm
    Peak Torque 627 lb-ft. at 2,500-3,500 rpm
    Drive System AMG Performance 4MATIC all-wheel drive with rear-biased torque distribution of 40:60
    Transmission AMG SPEEDSHIFT TCT 9G
    Weight TBA
    Acceleration 0-60 mph 4.4 s (est.)
    Top speed 137 mph
    149 mph (Driver’s package)

     



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    I think I'd prefer the non-AMG grille but everything else looks like standard G-Wagen stuff, perfect. 

    I'll take one in dark grey, please. 

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    I don’t like the Panamericana grill on any of their cars, other than that I like it. I imagine this thing must be terrifying to drive at 149 mph.

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    21 minutes ago, smk4565 said:

    I imagine this thing must be terrifying to drive at 149 mph.

    I can't imagine the feeling of 149mph in this thing. :omfg:

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    I can totally see myself going 150 mph plus in this or many SUVs. :P Course already done it so no big deal. :D 

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    8 minutes ago, dfelt said:

    I can totally see myself going 150 mph plus in this or many SUVs. :P Course already done it so no big deal. :D 

    Sounds illegal.. where in the US would you drive 150mph in an SUV?   On a racetrack? 

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    11 minutes ago, Cubical-aka-Moltar said:

    Sounds illegal.. where in the US would you drive 150mph in an SUV?   On a racetrack? 

    How many SUVs can do 150 mph?  The Porsche SUVs can in top trim, the Bentayga, AMG and M SUVs can easily do it, and the Stelvio Quadrifiglio, Maserati Levante and Grand Cherokee Trackhawk, and I think there is a Ranger Rover SVR, but I don't know if they even sell it here.  I guess there are more than I thought, with Ferrari and Lamborghini joining soon, but still, most of the cars on that list are really low volume.

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    Must be in the salt flats because there isn't enough room for 99.9% of SUVs to get up to that fast without miles and miles of open road. The 0.01%'ers would be all brand new stuff like the Lambo, Bentley, I bet the X6M and GLE63 do it to and the Porsches. Basically only things well into the 100k territory. 

    1 minute ago, smk4565 said:

    How many SUVs can do 150 mph?  The Porsche SUVs can in top trim, the Bentayga, AMG and M SUVs can easily do it, and the Stelvio Quadrifiglio, Maserati Levante and Grand Cherokee Trackhawk, and I think there is a Ranger Rover SVR, but I don't know if they even sell it here.  I guess there are more than I thought, with Ferrari and Lamborghini joining soon, but still, most of the cars on that list are really low volume.

    You nailed a lot of them that I missed. 

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    35 minutes ago, Cubical-aka-Moltar said:

    Sounds illegal.. where in the US would you drive 150mph in an SUV?   On a racetrack? 

    Many fun places on the highway system in Washington and yes while it is over the posted speed limit, it does not mean the auto cannot handle it. :P 

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    Mercedes-AMG did trademark G73 and GLS73, so there should be a version above this G63 coming that will add an electric motor to the V8.

    I think a wave of high performance SUVs are coming, but 5 years ago I bet you could have counted the number of 150 mph SUVs on one hand.

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    3 minutes ago, dfelt said:

    Many fun places on the highway system in Washington and yes while it is over the posted speed limit, it does not mean the auto cannot handle it. :P 

    What SUV have you driven past 150mph? 

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    7 minutes ago, ccap41 said:

    What SUV have you driven past 150mph? 

    My Trailblazer SS and my custom GMC Suburban. :D 

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    45 minutes ago, smk4565 said:

    How many SUVs can do 150 mph?  The Porsche SUVs can in top trim, the Bentayga, AMG and M SUVs can easily do it, and the Stelvio Quadrifiglio, Maserati Levante and Grand Cherokee Trackhawk, and I think there is a Ranger Rover SVR, but I don't know if they even sell it here.  I guess there are more than I thought, with Ferrari and Lamborghini joining soon, but still, most of the cars on that list are really low volume.

    SVR is sold here.

    21 minutes ago, dfelt said:

    My Trailblazer SS and my custom GMC Suburban. :D 

    16 minutes ago, Cubical-aka-Moltar said:

    Riiiiighht.   Maybe 150km/h. 

    That was dropped out of a plane

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    4 minutes ago, ccap41 said:

    I'm sorry but I have a REALLY difficult time believing either of those touched 150mph. 

    Custom chip, tune for the SS and no problem hitting that speed. My GMC Suburban has a custom built 402, 505 HP 551 ft-lbs torque with custom chip, 425 posi diff and custom suspension and tranny and yes it has trashed more performance cars than many thought possible.

    Never say never when it comes to engineers and our toys especially when I grew up building racers as my dad had his own repair shop business. 

    Some of us still know how to turn a wrench and build things better than the OEM.

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    150 mph in a 4 speed automatic vehicle?  I doubt it, even with a tuned up engine.  Unless the custom tranny is a 6 speed at least.  But even then, it goes back to my list of 500+ hp vehicles that have 7 or 8 speed transmissions and that is what you need to get an SUV to that speed.

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    Typical modern SUV is in the .35-45 .cd range.
    A 1959 Impala 4-dr hardtop was tested at .44 .cd, so the below car should be in the same ballpark. Yet it did 145 MPH with a 3-speed automatic. The number of gears below the top gear are immaterial in a top speed run, IE: you could have the exact same top speed in the same vehicle with a 4-spd as you would with a 10-spd if the top gear is the same.

    1957-chrysler-300c.jpg

     

    But what's really surprising is the number of people above, on a car enthusiast site, who never considered that dfelt's vehicle was modified. I would bet these same folk would be really shocked if they took a V6 Camry and went out & found a '69 GTO to race, and LOST.

    Edited by balthazar
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    1 hour ago, smk4565 said:

    150 mph in a 4 speed automatic vehicle?  I doubt it, even with a tuned up engine.  Unless the custom tranny is a 6 speed at least.  But even then, it goes back to my list of 500+ hp vehicles that have 7 or 8 speed transmissions and that is what you need to get an SUV to that speed.

    You clearly have never raced or built auto's that could go triple digits. GM 4 spd tranny's can and do go 150mph. 

    You just do not want to even consider let alone accept that Americans can and do build fast auto's that used lesser geared transmission than the Germans.

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    40 minutes ago, dfelt said:

    You clearly have never raced or built auto's that could go triple digits. GM 4 spd tranny's can and do go 150mph. 

    You just do not want to even consider let alone accept that Americans can and do build fast auto's that used lesser geared transmission than the Germans.

    I never built or raced a car, I have had mine to about 125 mph which is does pretty easily, and I forget what gear it was in at the time.  I had a GM 4 speed in my last car, you get stuck in those tall gears for way too long.  I'll stick with my 7-speed.

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    3 hours ago, balthazar said:

    Typical modern SUV is in the .35-45 .cd range.
    A 1959 Impala 4-dr hardtop was tested at .44 .cd, so the below car should be in the same ballpark. Yet it did 145 MPH with a 3-speed automatic. The number of gears below the top gear are immaterial in a top speed run, IE: you could have the exact same top speed in the same vehicle with a 4-spd as you would with a 10-spd if the top gear is the same.

    1957-chrysler-300c.jpg

     

    But what's really surprising is the number of people above, on a car enthusiast site, who never considered that dfelt's vehicle was modified. I would bet these same folk would be really shocked if they took a V6 Camry and went out & found a '69 GTO to race, and LOST.

    That is true, but you would need a ton of road to get to 145 mph, where as a car with an 8 speed auto can whip through gears and accelerate much faster.  That was more my point, the trip from 0-150 in a 4 speed auto is going to be a lot longer than 0-150 with an 8 speed with the same horsepower.

    And depends on what you do to modify the GTO, if it has a 2015 engine and transmission in it, then of course it would beat a Camry, but a V6 Camry could beat some 80s Ferraris in a drag race, I think the 308 had a 6.4 second 0-60 time, which was lighting for the time, but family car today.

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    • '80s ferrari's are a poor benchmark- they were, in general; slow. '60s Corvettes were quicker.
    • You can get way more HP/TRQ from a modified older engine than from a factory modern engine.
    • Cars needing more (or less) gears in total depends on the engine's power curve. Top Fuel dragsters have NO gears. Generally speaking, more gears are beneficial to engines with sharper-peaked power curves; keeps the engine in a desired RPM range during acceleration (as much as possible). In theory, a shiftless gearbox would provide zero lag between gears and give a near infinite number of ratios. CVTs haven't worked out so well tho, and nobody ever seriously raced the Buick DynaFlow.

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    16 hours ago, balthazar said:

    But what's really surprising is the number of people above, on a car enthusiast site, who never considered that dfelt's vehicle was modified.

    I knew it was modified but that's still pretty damn fast for a brick. It'd be just as, if not more, sketchy than the G63.

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      Moving inside, GM is still focusing on functional and practical aspects. This is evident with the large knobs and buttons controlling various functions, and a comprehensive gauge cluster. But this approach does put both trucks behind the pack in terms of interior design and materials when compared against Ford and Ram. I had to do a double-take getting inside the Silverado for the first time as the dashboard really didn’t change that much aside from the colors and slightly altered buttons. This isn’t helped by some of the material choices which look and feel out of place in trucks that carry price tags that are around the $60,000 mark.
      But the Silverado and Sierra’s interiors do claw some points back in terms of overall comfort. No one will have any issue trying to find a position that works thanks to a generous amount of power seat adjustments and a steering wheel that finally provides tilt-telescope adjustment. Space in the back of crew cabs is massive with loads of head and legroom.
      Both trucks came with an eight-inch screen (lesser trims get by with a seven-inch screen) and new software - Chevrolet Infotainment 3/GMC Infotainment. The interface looks like a simplified version of MyLink/Intellilink with simpler graphics and easier to read fonts. Moving around the system is easy thanks to the simple menu structure and quick responses for any command. Apple CarPlay and Android Auto integration comes standard. Both trucks were able to find my iPhone 7 Plus and bring up the CarPlay interface within seconds of plugging it in.
      There are four different engines on offer, including a new 2.7L turbo-four. There’s also a turbodiesel V6 that will be arriving for the 2020 model year. Both of my test trucks came with the V8s - Silverado packing a 5.3L and the Sierra using the 6.2L.
      The 5.3L V8 has not been my engine of choice for the last-generation trucks. Not because of the power on offer, but more of the tuning of the throttle pedal. It made the V8 feel very sluggish and would make the driver push further down on the pedal to get it moving a decent clip. Thankfully, GM has addressed this issue and 5.3 now feel likes it has 355 horsepower and 383 pound-feet of torque. You can lightly press on the accelerator and V8 doesn’t feel artificially overwhelmed. A new eight-speed automatic (standard on higher trims) helps keep the engine right in the sweet spot of power and provides smooth shifts.
      As for the 6.2L V8, it is a monster. With 420 horsepower and 460 pound-feet, it moves the Sierra at a surprising rate. Making a pass or merging on to a freeway is no problem as there is an abundance of power waiting to be unleashed. A new ten-speed automatic (jointly developed with Ford) helps keep the engine right in the spot of power. Unless you need or want all of the power, the 5.3 is the engine I would recommend for either truck.
      EPA fuel economy figures for the V8s are 15 City/20 Highway/17 Combined for the 5.3 and 15/19/17 for the 6.2L AT4.  My averages for the week were 16.1 for the 5.3 and 15.2 for the 6.2. 
      Ram is still the gold standard when it comes to ride quality due to its rear coil spring setup. But GM isn’t so far behind with its solid rear axle setup. Most bumps and imperfections become mere ripples. Larger potholes didn’t upset either truck, but I would put that towards the off-road suspension. The standard trucks may bounce around. Handling is quite surprising as both trucks feel agile around bends. Noise isolation, for the most part, is excellent, though the knobby tires fitted to the Trail Boss and AT4 do ruin some of the tranquility.
      My feelings are mixed on the 2019 Chevrolet Silverado and GMC Sierra 1500. GM has either fixed or improved various problems that I have talked about in previous reviews. But it feels GM hasn’t done enough to fully set their trucks apart from the competition. I think this line from my journal says it all.
      “If General Motors wasn’t touting various aspects of these new trucks such as the aluminum body panels or multi-pro tailgate, I would have thought both models went through a dramatic mid-cycle refresh.”
      This could give the full explanation as to why the Silverado and Sierra are currently getting beaten out by Ford and Ram Trucks in the sales chart. Buyers may not see any real changes for both trucks when compared against the competition. GM has been on the offensive, saying to be patient. But that approach may not work and may cause the automaker to draw up some drastic measures.
      That’s the thing about the full-size truck market, you need to show up with the best. Anything less and you’re in danger of losing. 
      How I would configure a 2019 Chevrolet Silverado or GMC Sierra 1500.
      There are two options I would consider with the Silverado. First is the RST. I would order a 4WD crew cab with a short and opt for the 5.3L V8. From there, I would add the Convenience Package with Bucket Seats, Convenience Package II, Safety Package, and Trailering Package. That brings the final price to $52,745 excluding any discounts I could get. Second is the Trail Boss which gets the 5.3L V8 as standard. Options would mirror the RST and bring the final price to $54,285.
      If I was to order a Sierra 1500, then I would start with the SLT Crew Cab 4WD with a short bed. This comes with the 5.3L V8 as standard and I would only add two options; Dark Sky Metallic for $495 and the SLT Premium Plus Package for $6,875. This package combines a number of option packages such as the SLT Preferred Package and the two Driver Alert Packages. The final price comes to $60,460 with a $1,000 discount for ordering Premium Plus Package.
      Alternatives to the 2019 Chevrolet Silverado or GMC Sierra 1500.
      2019 Ram 1500: Ram's redesign on the 1500 has helped make it a real challenger to both Ford and GM. The interior raises the bar of what a truck can be with an impressive design and high-quality material choices. It also boasts an impressive list of safety features such as adaptive cruise control. Ride quality is still class leading. What may put some people off is the styling as it looks a bit plain. 2019 Ford F-150: Bestselling for reason, Ford has constantly improved the F-150 to keep it one step ahead of the competition. It features one of the largest selection of powertrains that help give it some impressive towing numbers. A number of trims also gives buyers different options to build their F-150 the way they want. But Ford trails Ram and GM when it comes ride quality. Disclaimer: General Motors Provided the trucks, Insurance, and One Tank of Gas
      (*Author's Note: Unfortunately, I lost the window sticker to the GMC Sierra 1500 I drove. I have built the truck as close as possible to my memory to get an approximation on price. -WM)
      Year: 2019
      Make: Chevrolet
      Model: Silverado 1500
      Trim: LT Trail Boss
      Engine: 5.3L VVT DI V8 with Dynamic Fuel Management and Stop/Start
      Driveline: Eight-Speed Automatic, Four-Wheel Drive
      Horsepower @ RPM: 355 @ 5,600
      Torque @ RPM: 383 @ 4,100
      Fuel Economy: City/Highway/Combined - 15/20/17
      Curb Weight: 5,008 lbs
      Location of Manufacture: Roanoke, Indiana
      Base Price: $48,300
      As Tested Price: $55,955 (Includes $1,495 Destination Charge)
      Options:
      Convenience Package with Bucket Seats - $1,805.00
      Convenience Package II - $1,420.00
      Off-Road Assist Steps - $895.00
      Safety Package I - $890.00
      Bed Protection Package - $635.00
      Trailer Brake Controller - $275.00
      Advanced Trailering Package - $240.00
      Year: 2019
      Make: GMC
      Model: Sierra 1500
      Trim: AT4
      Engine: 6.2L VVT DI V8 with Dynamic Fuel Management and Stop/Start
      Driveline: Ten-Speed Automatic, Four-Wheel Drive
      Horsepower @ RPM: 420 @ 5,600 
      Torque @ RPM: 460 @ 4,100
      Fuel Economy: City/Highway/Combined - 15/19/17
      Curb Weight: 5,015 lbs
      Location of Manufacture: Roanoke, Indiana
      Base Price: $53,200
      As Tested Price: $64,955 (Includes $1,595 Destination Charge and $500 discount for the AT4 Premium Package)*
      Options:
      Off-Road Performance Package - $4,940
      AT4 Premium Package - $3,100 with a $500 discount
      Technology Package - $1,875
      Driver Alert Package II - $745
  • Posts

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