Mercedes-AMG GT/GT S Base Engine 4.0L/456-hp/443-lb-ft twin-turbo V-8 Opt Engine 4.0L/503-hp/479-lb-ft twin-turbo V-8 ...
Mercedes-AMG GT/GT S
Base Engine 4.0L/456-hp/443-lb-ft twin-turbo V-8
Opt Engine 4.0L/503-hp/479-lb-ft twin-turbo V-8
Drivetrain Front engine, RWD
Transmission 7-sp twin-cl auto
Basic Warranty 4 yrs/50,000 miles
A smaller, more affordable replacement for the SLS.

The Mercedes-AMG GT S’s sound turns heads. Its thrust could be considered indecent behavior, and hard cornering induces a healthy bit of tire squeal. Yet inside the AMG GT S is done up in plush, soft leathers. The two-door splits the difference between all-out sports car and high-speed grand tourer, and it is an absolute blast to drive on both tight and twisty roads and wide and smooth highways. We expect to see a convertible version in the not-too-distant future.

EPA ECON CITY/HWY: 16/22 MPG* 0-60 MPH: 3.5-3.7 SEC*
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  •   Martin reacted to this post about 2 years ago
    Ready-to-race #AMG / #Mercedes-AMG / #Mercedes-AMG-GT-R-C190 / #Mercedes-Benz-C190 / #Mercedes-AMG / AMG / #Mercedes / #Mercedes-Benz / #Mercedes-AMG-GT / #Mercedes-AMG-GT-R / #2017 / #2018

    Testing the track-focused GT4 sibling of the AMG GT R
    Words Kyle Fortune

    ‘It’s very demanding, very technical,’ says Thomas Jäger, who’s driving me round Paul Ricard in an AMG GT R and describing the best line. Demanding and technical are not words I was hoping to hear, especially as in a few minutes I’ll be strapped into the Mercedes-AMG GT4, the GT R’s racing twin. With as much nonchalance as I can muster, I get in the GT4. It’s not as easy as the GT R. I’m trussed-up in five-point harnesses in a deep, body-hugging bucket seat surrounded by a cage and nets, a twin-grip steering wheel in front, with a digital read-out behind it.

    Jäger’s telling me what all the buttons and knobs do, saying to leave the #ABS setting at 7, though to start with traction control at 3 and move it up to 6 or 7. In true Spinal Tap fashion the dial goes up to 11, but we’ll stick with Jäger’s advice. He should know, after all, having wound 30,000km onto it, along with Bernd Schneider and Jan Seyffarth honing it to be both reliable and competitive.

    That’s a tricky yet necessary balance with a race car, especially a customer one. Add in the need for it to be, in Jäger’s words, ‘easy to drive and forgiving’ for those who don’t possess quite the skill-set that he has. People like me, then, or at least people like me with the €200,000 needed to buy this #Mercedes-AMG-GT4 and the desire to take it racing.

    Indeed, Jäger anticipates demand will be high, GT4 appealing as a category because it’s affordable, relatively speaking. There’s plenty of competition, too, from Audis, Aston Martins, BMWs, Corvettes, Ginettas, Maseratis, McLarens, Porsches and more. If that sounds like a disparate bunch then their performance will be equalised by the FIA’s Balance of Performance formula, Jäger anticipating the #Merecedes-AMG-GT4 to run around 400bhp from its twin-turbo 4.0-litre V8 engine. Today it’s at 503bhp…

    The relationship to the GT R helps reduce costs. There’s a steel body instead of a GT3 car’s carbon, the GT4 has the same track as a GT R, the wishbones are off-the-shelf, and pretty much everything bar the safety equipment, slick tyres, bigger front splitter and electronics come from the road car.

    Not that you’d know it inside: it’s pure racer. Trip the ignition switch, press the button on the pistol-grip wheel and the 4.0-litre V8’s cacophony fills the cabin. Keep the clutch floored, pull the right paddle and the first of its six gears is fired in, with a spit of air from the pneumatic system that selected it.

    Plenty of revs, lift the clutch… and stall. A quick prod of the start button and the engine fires; more revs and the GT4 pulls out of the pits, juddering as it fights the urge to drive quickly. Everything about its make-up is about the pursuit of speed. It gets easier as the pace rises; the track, as #Jäger suggests, is demanding but the car is an absolute joy.

    There’s immediacy to its responses, the steering is sharp (though today there’s some safe understeer that could easily be dialled out), grip is sensational, the brakes are mighty. The eight laps that follow are a joyous mix of highs and frustrations, as it’s apparent that I’d need a lot more time and money to really get the best of it. Neither of which I have. If you do, you’re very lucky indeed.

    Below With 503bhp from its #Twin-turbo #V8 , the #GT4 understeers safely around Paul Ricard – although its suspension settings are highly adjustable…
    ‏ — at 2760 Route des Hauts du Camp, RDN8, 83330 Le Castellet, France
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  •   Adam Towler reacted to this post about 3 years ago
    “Ring master” IGNITION / New Cars So confident is #Mercedes-AMG of the GT R’s abilities at a certain track, it named the paint colour after it. Words Kyle Fortune. #Mercedes-AMG-GT-R-C190 / #Mercedes-Benz-C190 / #Mercedes-AMG / #AMG / #Mercedes / #Mercedes-Benz / #Mercedes-AMG-GT / #Mercedes-AMG-GT-R / #2017


    That’s what the people at AMG did when I last experienced the AMG GT R. I was at the Nürburgring, in the passenger seat with AMG racer and GT R development driver Thomas Jäger driving me around. Afterwards I was quietly pulled to one side and asked if I’d timed the lap. ‘No,’ was my short answer. Not for want of trying, but Jäger’s ferocity behind the wheel left me unable to do so. It felt quick, though. Very, very quick. ‘Seven minutes 20 seconds is around the time we expect,’ said the PR man from AMG.

    I had been used. Fast-forward a couple of months and it has managed ten seconds less than that, AMG’s rival to the 911 GT3 RS monstering its most obvious foe around the benchmark track. So it’s fast, but then so is the GT S from which the R is derived.

    Here there’s some sophistication, lessons learned from both its AMG GT3 racer relation and the extensive development work – much of which was around the Nürburgring its Green Hell Magno paint amusingly nods to. All this creates a sharper, more immersive and capable AMG. Helping achieve that is the usual go-faster recipe of less and more, less being weight, the GT R shedding 15kg over the GT S via a race engineer’s exotic material wish-list, the GT R having more carbonfibre, aluminium and titanium than any of its relatives.

    That 15kg might not sound like so much, until you consider the mores. Obviously there’s more power, AMG’s 4.0-litre biturbo V8 re-worked to produce 577bhp and 516lb ft via revised breathing, more charge pressure from fasterspinning turbos, and lighter, stronger internals.

    There’s active aerodynamics, an element in the front splitter adding 2kg of mass, but generating a more useful 40kg of downforce when it’s extended. It contributes to the overall 155kg of downforce, that number achieved despite a reduction in drag over the standard car.

    Factor in wider tracks front and rear as well as those wings and it’s clear that those in the aerodynamics department have been extremely busy indeed. That aero work is enhanced by rear-wheel steering, improving both agility and stability, again to the benefit of those lap times, while the suspension retains adaptive dampers with variable settings, though it’s now a coilover set-up with adjustability. Then there’s the traction control system, the GT R offering nine – yes, nine! – settings, all the electronic thresholds and controls tuned to suit the GT R’s more focused, hardcore nature.
    December means the Nürburgring is out of the question for seat time, but Portimao in Portugal is open for business. Bernd Schneider is suggesting a few laps in Race mode, which leaves the ESP on. For now. That a five-time DTM champion is sensationally quick isn’t a surprise; what is, is that it’s possible to just about keep up, despite a serious shortfall in talent. The GT R is immediately a friendlier, easier car to drive than its GT S relation, the limits significantly higher, but also delivered with greater clarity.

    The responsiveness of the controls helps, the engine’s keenness for revs, the automatic transmission’s deftness in selecting ratios whether left alone or via the paddleshift, and the sensational soundtrack from the blaring titanium exhaust that’s been added to it, bringing a racer’s edge, and wicked pace.

    It’s not the way it gathers speed that shocks so much, though. It’s what it can do with it. At the end of the main straight a brief glance at the speedometer reveals 165mph. Standing on the optional, but must-have, carbon ceramic brakes sees the GT R scrub off its speed with a physicality that’s incredible for a road car. Too much braking for the first couple of laps, the fast right-hander that follows can be taken faster, the combination of the sharper turn-in response, the greater stability and the sheer grip it generates allowing it to do so. Reach and breach its high limits and it’ll move around, but the way the GT R communicates what’s going on means that, unlike its GT S relation, it’s never intimidating, but something that can be enjoyed, even exploited.

    Schneider suggests ESP-off and that ninemode traction control setting to be dialled around to six. That I’m even considering it underlines how impressive the GT R is, and that having multiple modes of traction control is actually useful, rather than merely a gimmick. Six is fine for the faster stuff, though wind closer to completely off and the GT R will arc out of slower bends with wilful disregard for its rear tyres.

    Juvenile stuff, perhaps, but it highlights the sophistication of the development work on the GT R’s chassis. On the road it remains impressive; its suspension is obviously taut, but not overly compromised given its focus, the Mercedes losing some of its civility in favour of a far more involving, interesting drive. It’s worth it; the GT R is a sensational car.

    There’s more to come, too, AMG boss Tobias Moers recently announcing AMG’s F1-derived hypercar, and not quite admitting (though neither denying) that there’s space for a Black Series above the GT R. On AMG’s current form, and on evidence of the GT R and the recent E63S, rivals should be worried.

    Left and above A little lighter than the GT S on which it’s based, and more powerful too, but trick aero and traction control count for more.

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