The introductory puff for the new
Mercedes-AMG GT
concedes that the car 'enters a new segment ... teeming with top-class competitors.' And, boy, it ain't kidding. In an attempt to make productive time of the flight to the launch event here are the fruits of some tech and number crunching to put that challenge into context. Meaning when we do
get behind the
wheel
we can concentrate on what it's like to drive.
Before we drive it let's gen up on the facts
For now though Top Trumps stats comparisons are what we have to go on, and the reasonably arbitrary selection of possible rivals listed below gives an idea of what the AMG GT is up against.
And it's hard to resist the conclusion that the biggest target in AMG's crosshairs is the Porsche 911, currently in formidable form as the 991 era blossoms into maturity with a full range of coupes, cabrios, Targas, Turbos and track focused GT versions. Oh, and the 'best of' megamix 911 GTS too, launching entirely by coincidence at exactly the same time as the AMG just down the road at Willow Springs... Funny that.
And while plenty have tiptoed around offering a genuine 911 rival it's taken the might of AMG and Mercedes to really square up properly. Bold move.
Aluminium spaceframe underpins the GT
There are plenty of similarities to draw on with the 911 - aluminium construction, lots of tech, plenty of options for inflating the price by a considerable margin, the combination of blistering performance and daily usability - but the GT also appeals to a more traditional front engine/rear-drive coupe audience. The Jaguar F-Type seems to have nailed a sweet spot here, the Aston Vantage soldiers on and has timeless appeal while on the horizon cars like the
Maserati Alfieri
threaten a glamorous Italian spin on the familiar theme.
Basically 'good' isn't going to be any where near good enough. To even stand a chance the GT has to be exceptional from the get-go.
The basics
Let's start with the fundamentals then. At heart the GT could be considered a chopped down SLS with its gullwings clipped for a more conventional look and to protect that car's legacy and supercar status. At 4,546mm in length it's 92mm shorter than the SLS, 50mm of that coming out of the wheelbase - width is identical though thanks to shared suspension components. The body weighs 231kg - claimed as a class leading figure - and is 90 per cent aluminium but uses steel (boot lid) and magnesium ('front deck') too. All-up the weight starts at 1,540kg ready to roll but minus driver - by the same measure a manual Carrera 2 weighs 1,400kg, a Turbo 1,595kg and both the Aston V8 Vantage and F-Type R a tad more. So a good start there.
V8, torque tube and transaxle uncovered
M178 V8 engine
delivers 462hp and 443lb ft, which is enough on paper to humble normally aspirated rivals like the Aston Martin V8 Vantage N430 or S spec 911 Carreras but still lagging compared with the vein popping F-Type R. In S trim the GT has 510hp and a muscular 480lb ft of torque, still behind the 911 Turbo on bald stats but able to mix it with V10 R8s and the like. Let's just say there's headroom for a Black Series... Full competitor specs below - fill your boots!
Suspension is double wishbone all round with passive dampers as standard and 360mm steel brakes. In standard spec wheels are 19-inch all round and the 'hot-V' 4.0-litre twin-turbo V8 (basically a doubled up, dry sumped A45 motor) drives the rear wheels via a transaxle mounted seven-speed AMG Speedshift DCT dual-clutch gearbox and a mechanical limited-slip differential. Engine and gearbox are rigidly linked by a torque tube as per the SLS, the powertrain's connection to the body fitted with a special damper to maintain a solid transmission of power without undue NVH. Weight distribution is 47:53 front to rear, same as the SLS. Worryingly steering has both variable assistance and a variable ratio rack; here's hoping the latter is more convincing than the Lamborghini Huracan's.
V8 inspired centre console, just in case you forgot
The interior is classic GT, rear-set and behind a long, contoured bonnet. There appears a decent boot under the rear hatch and the seats are snugly nestled either side of a burly transmission tunnel along each side of which eight buttons controlling the various drive functions. Arranged like the pistons of a V8 and with a large NACA duct style central trim element you're left in no doubt at all of the GT's intentions.
What of those modes then? Something to make sense of on the drive. Collected under the umbrella of the AMG Drive Unit, the left bank of buttons comprises engine start button, three-stage ESP, AMG Dynamic Select (C, Sport, S+ and Individual) and - if fitted - the AMG Ride Control adjustable damper selector. On the right you have volume control, manual transmission mode button, 'eco' start-stop control and (optional) active exhaust selector. So much for the simplicity of traditional AMGs - the GT is fully onboard with the trend for configurability and multi-mode settings.
Black splitter denotes full beans S spec
If the steel brakes, passive dampers and mechanical locking diff of the 462hp standard GT are as close to a 'basic' model as you can get the 510hp GT S offers potential for a much more serious and tech heavy experience, especially if you start dipping into the options.
As standard and over the regular GT it gets an electronically controlled active locking diff, fully integrated into the various drive and ESP modes. Also standard are bigger front discs with red calipers (390mm up front rather than the 360s all round of the standard car) while 402mm/360mm ceramics are an option on both cars. It also gets bigger wheels and tyres, the rears going up to 20-inch and fatter in section and lower in profile. You can upgrade to Michelin Pilot Sport Cup 2s as part of the AMG Dynamic Plus package too if you fancy.
This cost option - exclusive to the S - also includes active mounts for the engine and transmission, adjustable via the AMG Chassis Controller. Tauter spring and damper settings, more negative camber up front and revised steering settings also feature.
Standard aero is pop-up, bigger fixed version optional
Race mode comes as standard though, over and above the four existing AMG Dynamic Select settings on the GT and improves shift speed for the transmission and offers a punchier engine map to boot. You also get the AMG performance exhaust system, which uses continuously variable flaps to deliver sound in keeping with the selected driving mode. An optional override button means you can also control it independently for maximum pedestrian worrying thunder even if you're just pootling about in Comfort.
Also standard on the S is three-mode AMG Ride Control suspension, further expanding the range of adjustability and configurability of the flagship model. This is also an optional upgrade on the standard GT.
The most important thing though - how are you going to tell your base spec GT snotter from a GT S? Bigger rear wheels and red calipers aside the S gets a gloss black front splitter where this is body coloured on the regular car. Now you know...
Mode-tastic configurability - proof in driving
If the GT's smooth, unadorned lines are just a little too shrinking violet for you fear not, AMG has a full aero package of a bigger splitter, front aero 'flics', black sills and a fixed rear wing available too. Or you can go for a sinister sounding Night Package of gloss black wing vents, mirror casings, diffuser trim and other elements, not to mention other options like a carbon roof and expansive range of optional wheels.
Going all-in? The limited run Mercedes-AMG GT S Edition 1 bundles the whole lot - aero upgrades, Night Package, carbon roof, different wheels and an upgraded interior - into one single model, just in case being first on the block with a GT wasn't enough to turn heads on its own. It'll cost you £122,745, a £12,450 premium over the standard £110,495 for the GT S. The standard GT starts at £97,195 - to put that into context a 911 Carrera 2 S starts at £83,545 while the GTS is from £91,098 and the Turbo comes in at £120,598.
Does the 911 finally have a real challenge?
So there are the numbers; what do they suggest to us about the driving experience? We'll be able to tell you that soon but shared roots with the SLS or not this is a very different car from anything AMG has ever made before. Not least in technological terms, the arrival of turbos, multiple driver configurable settings for throttle, steering, suspension, gearshifts, exhaust noise and more besides presenting a huge technical challenge. The success - or failure - will be in calibrating those myriad systems to work as a cohesive whole that will maintain the straightforward appeal of traditional AMGs while tempting a new crowd over from 911 Turbos and GT-Rs. Watching from the sidelines will be Aston Martin too, future recipient of both the GT's engine and electronics.
A potentially landmark car then, and not just for AMG and its Mercedes paymasters.
MERCEDES-AMG GT
Engine: 3,982cc V8, turbocharged
Transmission: 7-speed dual-clutch automatic, rear-wheel drive
Power (hp): 462@6,000rpm
Torque (lb ft): 443@1,600-5,000rpm
0-62mph: 4.0sec (claimed)
Top speed: 189mph (claimed)
Weight: 1,540kg (DIN, without driver, 1,615kg to EU)
MPG: 30.4mpg (claimed)
CO2: 216g/km
Price: £97,195
MERCEDES-AMG GT S
Engine: 3,982cc V8, turbocharged
Transmission: 7-speed dual-clutch automatic, rear-wheel drive
Power (hp): 510@6,250rpm
Torque (lb ft): 480@1,750-5,000rpm
0-62mph: 3.8 sec (claimed)
Top speed: 193mph (claimed)
Weight: 1,570kg (DIN, without driver, 1,645kg to EU)
MPG: 30.1mpg (claimed)
CO2: 219g/km
Price: £110,495
3,463cc flat-6/3,800cc flat-6
7-speed manual/7-speed PDK, two-wheel drive
4.8sec (4.6-4.4sec)/4.5sec (4.3-4.1sec)
179mph (178mph)/188mph (187mph)
1,400kg (1,420kg)/1,415kg (1,435kg)
31.4mpg (34.4mpg)/29.7mpg (32.5mpg)
: 211g/km (191g/km)/223g/km (202g/km)
£73,509 (£75,897)/£83,545 (£85,933)
Figures in brackets for PDK, lowest 0-62mph figure with PDK and optional Sport Chrono package, weights DIN unladen, +75kg for EU
3,463cc flat-6/3,800cc flat-6
7-speed manual/7-speed PDK, four-wheel drive
4.9sec (4.7-4.5sec)/4.5sec (4.3-4.1sec)
177mph (175mph)/185mph (184mph)
1,450kg (1,470kg)/1,465kg (1,485kg)
30.4mpg (32.8mpg)/28.5mpg (31mpg)
: 218g/km (200g/km)/233g/km (212g/km)
£78,365 (£80,753)/£88,400 (£90,788)
Figures in brackets for PDK, lowest 0-62mph figure with PDK and optional Sport Chrono package, weights DIN unladen, +75kg for EU
3,800cc, flat-6, twin-turbocharged
7-speed PDK, four-wheel drive
553@2,200rpm-5,000rpm (524lb ft@2,150-4,250rpm for 1min with overboost)
£120,598 (before options)
Figures in brackets in Sport Plus mode with optional Sport Chrono package, weight DIN unladen, +75kg for EU
3,800cc, flat-6, twin-turbocharged
7-speed PDK, four-wheel drive
516lb ft@2,100rpm-4,250rpm (553@2,200-4,100rpm)
£142,120 (before options)
Figures in brackets and all performance stats in Sport Plus mode with standard Sport Chrono package, weight DIN unladen, +75kg for EU
AUDI R8 V10 S TRONIC
5,204cc V10 direct injection
7-speed dual-clutch automatic
£115,575 OTR (manual £112,675)
ASTON MARTIN V12 VANTAGE S
7-speed automated manual, rear-wheel drive
£138,000 (before options)
ASTON MARTIN V8 VANTAGE N430
6-speed manual, RWD, limited-slip differential (7-speed Sportshift optional)
1,685kg (EU weight with 75kg driver)
JAGUAR F-TYPE COUPE R
5,000cc, V8, supercharged
8-speed automatic, rear-wheel drive
186mph (electronically limited)
NISSAN GT-R MY14
6-speed dual-clutch auto, four-wheel drive
Photos: Max Earey, Tom Begley, respective manufacturers
