W208 CLK 55 AMG Details (2001-2002)
05-15-2006, 10:48 AM
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2005 SL600 by SPEEDRIVEN
W208 CLK 55 AMG Details (2001-2002)
Engine: 5.5 Liter V8 (90 degree) die cast alloy block, alloy heads
Valvetrain: SOHC belt-driven3 Valves / Cyl
Displacement: 5439 cc / 331.9 cu in
Bore: 97 mm / 3.82 in
Stroke: 92 mm / 3.62 in
Compression: 10.5:1
Power: 342 hp @ 5,500 rpm
Weight: 3,444 lbs
Bhp/Weight: 1 hp per 10 lbs
Torque: 376.2 ft lbs @ 3000 & 4,300 rpm
Redline: 6000
Drive Wheels: Front Engine
Front Brakes: Vented Discs w/ABS & Power Assist
Front Brake Size: 335 mm / 13.2 in
Rear Brakes: Vented Discs w/ABS & Power Assist
Rear Brake Size: 300 mm / 11.8 in
Front Wheels: (Super Lite Aluminum Alloy) F 43.2 x 17.8 cm / 7.5 in x 17 (Offset 37mm)
Rear Wheels: (Super Lite Aluminum Alloy) R 43.2 x 21.6 cm / 8.5 in x 17 (Offset 30mm)
Front Tire Size: 225/45ZR17 (Can use 235)
Rear Tire Size: 245/40ZR17 (Can use 255)
Steering: Recirculating Ball w/Power Assist
Turns Lock-lock: 3.2 (Turning circle curb-to-curb- 35.2 ft.)
Wheelbase: 105.9 in
Front Track: 59.3 in
Rear Track: 58.6 in
Length: 179.8 in
Width: 67.8 in
Height: 54.0 in
Transmission: 5-Speed Touchshift Automatic Transmission
Gear Ratios: (1) 3.59, (2) 2.19, (3) 1.41, (4) 1.00, (5) 0.83 (R) 3.16
Final Drive: 2.82:1
Top Speed: 155.3 mph (Governed)
0 - 60 Mph: 4.89
¼ Mile: 13.2 to 13.48@ 106.5 to 109 mph
600 Foot Slalom: 63 mph
Skidpad: 0.91g
60-0 Braking: 112 Ft
80-0 Braking: 206 Ft
Coefficient of drag:0.31 Cd.
EPA City/Hwy: 17 / 24 mpg
Engine
The CLK AMG is powered by a hand-assembled (in Germany) 5.5-liter V8 engine. The hardware list reads like that of a race car: super-stiff forged billet steel crankshaft, forged, weight-matched connecting rods and pistons, lightweight AMG-specific camshafts churns inside the pressure-cast aluminum block of this chain-driven single overhead-cam V8 with two intake and one exhaust valves per cylinder, as well as 16 coils and 16 spark plugs (two spark plugs per cy). Its bore and stroke are nearly the same, which makes it an ideally balanced engine. The complex dual-resonance intake manifold with carefully tuned runners helps create an explosive compression ratio of 10.5:1 which is mostly what delivers the healthy 342 horsepower and 376 lb-ft of torque.
Transmission
The five-speed automatic transmission is adapted from the gearbox used in the V-12 S-class models, because that gearbox can take the torque. It is fully adaptive and electronically-controlled, and is a stronger unit than that of the CLK430. Also a larger four-bolt driveshaft that's four inches in diameter connects to a reinforced rear differential to keep all the extra power under control. Standard traction control keeps wheelspin to a minimum, while its Electronic Stability Program (ESP) keeps the CLK on its intended path.
Handling
The standard CLK chassis is used, and while the current version is not based on the new C-Class platform, the AMG version of the CLK offers some special undercarriage components. The four-wheel independent suspension is basically the same as the lesser CLK versions, but AMG fits higher-rated springs, tighter shock valving, larger diameter anti-roll bars and stiffer suspension bushings. The resulting firmer, more controlled ride is made even tighter by its high-performance ZR-rated low-profile tires. The brakes have been enhanced as well. The huge four-wheel discs are larger and thicker than the other CLKs, and the rear discs are specially vented to enhance cooling. An anti-lock braking system is standard, while Brake Assist applies full braking force in panic stop faster than a driver could. It rides on AMG Monoblock alloy wheels, 7.5" front and 8.5" rear, shod with 225/45ZR17 and 245/40ZR17 Michelin Pilots.
Suspension
Front: Independent double wishbone with triangular lower control arms, antidive geometry and stabilizer bar. Separate AMG-Bilstein Sport gas-pressurized shock absorbers and progressive-rate coil springs.
Rear: Independent 5-arm multilink with geometry for antilift, antisquat and alignment control and stabilizer bar. Separate AMG-Bilstein Sport gas-pressurized shock absorbers and progressive-rate coil springs.
Brakes
Front & Rear: Dual-circuit power-assisted 4-wheel ventilated disc. Two piece front rotors with 4-piston calipers.
Safety
For safety, the coupe has a rigid safety-cage framework with front and rear crunch zones and reinforced side bracing. Dual frontal air bags plus door-mounted side air bags are in place, as well as special sensors in the front passenger's seat to detect installation of a child's safety seat and automatically deactivate the passenger's air bag when an infant's safety seat is buckled aboard. In addition, power-assisted disc brakes tie to an anti-lock system, traction and stability systems, but the Mercedes innovation of Brake Assist is also aboard -- automatically applying full brake force during panic stops to shorten stopping distances by as much as 45 percent.
Standard Features
Xenon HID headlamps with headlamp washers, rain sensing windshield wiper, AMG-designed front air dam, side skirts and rear apron, performance exhaust system with dual polished stainless-steel finishers, multifunction steering wheel, power front window with one touch express up/down, electronic cruise control, auto-dimming rearview mirror, dual zone climate control, 10-way power front seats with 3-position memory, heated front seats, Nappa leather upholstery, black birdseye maple trim.
Launching The Beast:
1. Traction control off (ESP).
2. Left-foot brake, right-foot throttle, rpm at around 1000-1200 or so.
3. Yank* left foot off of brake, wait a fraction of a second to get some weight transferred to the back end,
4. Then roll the throttle (i.e. give it a "fast squeeze", NOT A STOMP).
5. Where you kind of increase in a nonlinear fashion, increasing the speed at which you press the accelerator the further down you get it. Idea is to get just a bit of spin. Basically, what you're trying to do is to let the weight transfer a bit to the rear end to increase traction while feeding in throttle as rapidly as possible without busting the rear end loose. Yanking the foot off the brake starts it moving, and the squeeze keeps it right on the edge, which is where you want to be.
Valvetrain: SOHC belt-driven3 Valves / Cyl
Displacement: 5439 cc / 331.9 cu in
Bore: 97 mm / 3.82 in
Stroke: 92 mm / 3.62 in
Compression: 10.5:1
Power: 342 hp @ 5,500 rpm
Weight: 3,444 lbs
Bhp/Weight: 1 hp per 10 lbs
Torque: 376.2 ft lbs @ 3000 & 4,300 rpm
Redline: 6000
Drive Wheels: Front Engine
Front Brakes: Vented Discs w/ABS & Power Assist
Front Brake Size: 335 mm / 13.2 in
Rear Brakes: Vented Discs w/ABS & Power Assist
Rear Brake Size: 300 mm / 11.8 in
Front Wheels: (Super Lite Aluminum Alloy) F 43.2 x 17.8 cm / 7.5 in x 17 (Offset 37mm)
Rear Wheels: (Super Lite Aluminum Alloy) R 43.2 x 21.6 cm / 8.5 in x 17 (Offset 30mm)
Front Tire Size: 225/45ZR17 (Can use 235)
Rear Tire Size: 245/40ZR17 (Can use 255)
Steering: Recirculating Ball w/Power Assist
Turns Lock-lock: 3.2 (Turning circle curb-to-curb- 35.2 ft.)
Wheelbase: 105.9 in
Front Track: 59.3 in
Rear Track: 58.6 in
Length: 179.8 in
Width: 67.8 in
Height: 54.0 in
Transmission: 5-Speed Touchshift Automatic Transmission
Gear Ratios: (1) 3.59, (2) 2.19, (3) 1.41, (4) 1.00, (5) 0.83 (R) 3.16
Final Drive: 2.82:1
Top Speed: 155.3 mph (Governed)
0 - 60 Mph: 4.89
¼ Mile: 13.2 to 13.48@ 106.5 to 109 mph
600 Foot Slalom: 63 mph
Skidpad: 0.91g
60-0 Braking: 112 Ft
80-0 Braking: 206 Ft
Coefficient of drag:0.31 Cd.
EPA City/Hwy: 17 / 24 mpg
Engine
The CLK AMG is powered by a hand-assembled (in Germany) 5.5-liter V8 engine. The hardware list reads like that of a race car: super-stiff forged billet steel crankshaft, forged, weight-matched connecting rods and pistons, lightweight AMG-specific camshafts churns inside the pressure-cast aluminum block of this chain-driven single overhead-cam V8 with two intake and one exhaust valves per cylinder, as well as 16 coils and 16 spark plugs (two spark plugs per cy). Its bore and stroke are nearly the same, which makes it an ideally balanced engine. The complex dual-resonance intake manifold with carefully tuned runners helps create an explosive compression ratio of 10.5:1 which is mostly what delivers the healthy 342 horsepower and 376 lb-ft of torque.
Transmission
The five-speed automatic transmission is adapted from the gearbox used in the V-12 S-class models, because that gearbox can take the torque. It is fully adaptive and electronically-controlled, and is a stronger unit than that of the CLK430. Also a larger four-bolt driveshaft that's four inches in diameter connects to a reinforced rear differential to keep all the extra power under control. Standard traction control keeps wheelspin to a minimum, while its Electronic Stability Program (ESP) keeps the CLK on its intended path.
Handling
The standard CLK chassis is used, and while the current version is not based on the new C-Class platform, the AMG version of the CLK offers some special undercarriage components. The four-wheel independent suspension is basically the same as the lesser CLK versions, but AMG fits higher-rated springs, tighter shock valving, larger diameter anti-roll bars and stiffer suspension bushings. The resulting firmer, more controlled ride is made even tighter by its high-performance ZR-rated low-profile tires. The brakes have been enhanced as well. The huge four-wheel discs are larger and thicker than the other CLKs, and the rear discs are specially vented to enhance cooling. An anti-lock braking system is standard, while Brake Assist applies full braking force in panic stop faster than a driver could. It rides on AMG Monoblock alloy wheels, 7.5" front and 8.5" rear, shod with 225/45ZR17 and 245/40ZR17 Michelin Pilots.
Suspension
Front: Independent double wishbone with triangular lower control arms, antidive geometry and stabilizer bar. Separate AMG-Bilstein Sport gas-pressurized shock absorbers and progressive-rate coil springs.
Rear: Independent 5-arm multilink with geometry for antilift, antisquat and alignment control and stabilizer bar. Separate AMG-Bilstein Sport gas-pressurized shock absorbers and progressive-rate coil springs.
Brakes
Front & Rear: Dual-circuit power-assisted 4-wheel ventilated disc. Two piece front rotors with 4-piston calipers.
Safety
For safety, the coupe has a rigid safety-cage framework with front and rear crunch zones and reinforced side bracing. Dual frontal air bags plus door-mounted side air bags are in place, as well as special sensors in the front passenger's seat to detect installation of a child's safety seat and automatically deactivate the passenger's air bag when an infant's safety seat is buckled aboard. In addition, power-assisted disc brakes tie to an anti-lock system, traction and stability systems, but the Mercedes innovation of Brake Assist is also aboard -- automatically applying full brake force during panic stops to shorten stopping distances by as much as 45 percent.
Standard Features
Xenon HID headlamps with headlamp washers, rain sensing windshield wiper, AMG-designed front air dam, side skirts and rear apron, performance exhaust system with dual polished stainless-steel finishers, multifunction steering wheel, power front window with one touch express up/down, electronic cruise control, auto-dimming rearview mirror, dual zone climate control, 10-way power front seats with 3-position memory, heated front seats, Nappa leather upholstery, black birdseye maple trim.
Launching The Beast:
1. Traction control off (ESP).
2. Left-foot brake, right-foot throttle, rpm at around 1000-1200 or so.
3. Yank* left foot off of brake, wait a fraction of a second to get some weight transferred to the back end,
4. Then roll the throttle (i.e. give it a "fast squeeze", NOT A STOMP).
5. Where you kind of increase in a nonlinear fashion, increasing the speed at which you press the accelerator the further down you get it. Idea is to get just a bit of spin. Basically, what you're trying to do is to let the weight transfer a bit to the rear end to increase traction while feeding in throttle as rapidly as possible without busting the rear end loose. Yanking the foot off the brake starts it moving, and the squeeze keeps it right on the edge, which is where you want to be.
Last edited by ashutt; 05-15-2006 at 10:55 AM.
05-15-2006, 11:35 AM
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2000 CLK 430
Originally Posted by ashutt
Engine:
Compression: 10.5:1
Gear Ratios: (1) 3.59, (2) 2.19, (3) 1.41, (4) 1.00, (5) 0.83 (R) 3.16
Final Drive: 2.82:1
Top Speed: 155.3 mph (Governed)
0 - 60 Mph: 4.89
Compression: 10.5:1
Gear Ratios: (1) 3.59, (2) 2.19, (3) 1.41, (4) 1.00, (5) 0.83 (R) 3.16
Final Drive: 2.82:1
Top Speed: 155.3 mph (Governed)
0 - 60 Mph: 4.89
Would someone briefly explain the Compression numbers/gear ratio/final drive numbers to me?
What do they mean?
4.89 seconds - is that true?
