The intake system was also examined for areas where it could be improved, and the molded plastic component that splits the air to each cylinder bank was replaced by a hand-made alloy unit designed to channel airflow more effectively.

On the other side of the engine, special MKB headers extract the spent gases more quickly and direct them to two new KKK turbochargers built to MKB spec to flow about 35 percent more than the stock turbos. The new intercoolers have almost exactly 100 percent more cooling capacity than the stock ones, but still fit under the molded engine cover on top of the big 6.0-litre V12. Thanks to these massive intercoolers, MKB can safely ramp up the boost pressure to 1.5 bar, with 1.6 bar available on overboost.

The fact that intake temperatures were measured at just 56 degrees C, when the car was flying around Papenburg at over 215 mph is a testament to the effectiveness of the intercoolers. Out the turbos, the exhaust gases pass through 200-cell metal catalytic converters, and then exit through MKB's bespoke stainless steel exhaust system.

While MKB claims 1,015 hp and 959 lb-ft, this is actually wound down from the 1,048 hp and 1,180 lb-ft seen on the engine dyno. The peak torque in particular would simply blow the gearbox and rear axle to pieces. As it stands, the gearbox has many of its internal components beefed up and a larger oil cooler fitted to replace the factory unit. The rear axle also benefits from a pair of oil coolers. Finally, the ECU is extensively remapped to supply appropriate fuelling and spark to keep this monster motor happy.

It took the MKB engineers a year to reach this high. The new SuperFlow dyno they acquired during the project certainly helped, but it was a long and arduous process to ensure that everything was right with this €86,000 motor. Even now, with all that experience behind them, it still takes three months to build an engine like this to perfection.

From behind the wheel, there is absolutely nothing to give away the fact that this car is not a normal SL65 AMG Black Series. In normal driving, the car is as docile as you'd expect, and you can just leave it auto and drive around like you would in any SL.

Find an open stretch of road, or better still an airfield runway however, and witness firsthand this car's transformation from sophisticated hot rod to wingless jet fighter. Because the power delivery is so progressive and consistent, the P1000's ability to warp time and space is not as obvious or spectacular as one whose turbos come on song suddenly after a lull. Instead, the thrust is of the kind that epitomizes the mailed fist in a velvet glove.

The other thing to bear in mind is that for all its carbon and other lightweight bits, the 4,100-pound SL65 Black Series is a lot of weight to push around. In addition, this car does not have the all-wheel-drive advantage of the similarly heavy Veyron to help it leave the line cleanly, deploying all its power effectively on any road surface.

Thus, you can feel that some of that massive grunt is being lost when conditions are not quite right, and the traction control light flashes insanely, threatening to burn itself out. And when you demand power on the fly, you can feel the monster motor take a deep breath to fill its huge lungs before spitting you down the road like an F-16 on afterburner.

If it is instant response you're after, then the P1000 will never match a much lighter machine with a large-capacity, naturally aspirated engine. But while such a car would respond more instantly, once the bi-turbo motor spools up, it delivers hits at a level that no normally aspirated motor can hope to match, and keeps on going with the momentum of a runaway train.

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