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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  •   Kyle Fortune reacted to this post about 3 years ago
    Sports-Star of AMG - an extensive weight saving programme, plus refined double-wishbone suspension and a new V8 twin-turbo give the #Mercedes-AMG-GT everything it needs to succeed in the highly competitive premium sports car segment.
    AMG did a great job with its SLS, the company's first ever, in house built supercar. But having to reinterpret the styling cues of the iconic Gullwing was a double-edged sword. The adoption of the upright front screen and relatively flat front of the #Gullwing was reflected in the SLS's drag coefficient of 0.36, and the gullwing doors required a reinforced roof that put extra weight in an undesirable area for a thorough bred sports car, where a low centre of gravity is de rigueur.

    The #Mercedes-Benz AMG GT comes with no such compromises. With a sharper nose profile, contemporary windscreen rake and other design features aimed at efficiency as well as beauty, the GT’s design pays homage to the forward looking AMG ethos. With an aluminium space frame, steel hatchback and magnesium front slam panel, the body shell weighs 231kg, making it the lightest in this segment and 10kg lighter than the SLS’s.

    Extensive wind tunnel work has resulted in a Cd of 0.29, equal to Porsche's 991-series #911 Carrera, and superior to the 0.31 of the wider Carrera S at which the GT is squarely aimed in terms of pricing and customers.

    Practicality is also a #Mercedes-AMG GT strong suit, the hatchback opening easing access to an impressive 330 litres of luggage space.

    Apart from the brittle ride on the early cars before the adoption of adaptive dampers, the SLS AMG’s chassis felt right from day one, and the mighty #Black-Series version is one of the best sports cars I have ever driven, irrespective of the price. The SLS’s double-wishbone front suspension design was pretty much spot on, and has been carried over to the Mercedes-AMG GT with some geometric refinements. However, the new sports car’s rear axle is a clean sheet design aimed at even more Linear, and thus consistent dynamic behaviour. All the suspension arms are made from forged aluminium.

    The heart of the new double-wishbone rear suspension is a unique upper wishbone design that brings the input (wheel movement) to output ratio (dampers) closer to the ideal 1:1. In a pure race car, this is normally achieved by using long travel horizontal pushrod style springs and dampers inclined towards the centre line of the car. This 1:1 ratio is harder to achieve on a road car with vertically acting suspension, but the clever AMG engineers have come up with a wishbone design that allows a 10:9 ratio of wheel to damper movement, which, for the GT’s purpose as a road car, is as close to 1:1 as makes no difference.
    In combination with the more rigid design of the new suspension uprights that increases resistance to horizontal forces, the new rear axle has improved geometrical consistency under lateral loading. This in turn helps characteristic velocity, the linearity with which the chassis responds once the limits of mechanical grip are broached.

    The GT uses 360mm cross-drilled, vented discs all round, while the more powerful GT S has 390mm discs up front, distinguished by red brake calipers. Ceramic composite brakes with 402mm front and 360mm rear discs are an option on both models.


    Some manufacturers of rear-wheel drive cars tout their 50/50, front/rear weight distribution as being ideal, but this is not always true. With its rear mounted transaxle gearbox, joined to the motor by a rigid torque tube, the Mercedes-AMG GT follows the basic chassis design formula of the #SLS , with the same 47/53 per cent, front/rear weight distribution for better traction in all conditions. With this as a basis, the extra help from the #Getrag mechanical limited-slip differential in the case of the base GT model, and the electronic limited-slip differential on the more powerful GT S model, is the icing on the cake.
    A key piece of technology that helps the handling of the GT S is the optional dynamic engine and gearbox mounts. Soft mounts improve comfort and lower NVH, while stiff mounts prevent the heavy drivetrain moving about during fast cornering and thus help to stabilise the car. By continuously reacting to road conditions, the active mounts provide the best of both worlds. With bundles of torque from its twin-turbo V8 and near perfect chassis balance, the new AMG sports car is a natural drift machine, the three-stage ESP system helping its cause here.

    French tyre manufacturer Michelin provides the bespoke rubber for these cars, and the GT comes with 9J x 19 front and 11j x 19 rear alloy wheels shod with 255/35ZR19 and 295/35ZR19 rubber respectively, while the GT S uses 9J x 19 front and 11j x 20 rear wheels with 265/35ZR19 and 295/30ZR20 tyres. Forged alloys are an option on both models, as are #Michelin Pilot Sport Cup 2s on the GT S in combination with the #AMG Dynamic Plus package.

    Climb into the GT’s cabin, close the door, and the solid thunk is reassuring. You immediately feel cosy, ensconced in a high quality environment that successfully blends sporting luxury with cutting edge technology. From the stitched leather on the dashboard top roll, to the carbon fibre surrounds of the central battery of air vents and centre console, and the tangible quality of the aluminium switchgear on the centre console, everything looks and feels expensive.

    In a traditional sports car, the manual gearshift lever was the most prominent item on the centre console. The fact that the E-Select lever for the Getrag made AMG Speedshift DCT seven-speed dual-clutch gearbox has been relegated to the rear of the GT’s centre console, with the Comand Online controller now taking centre stage, shows how much things have changed in the intervening years.

    The partner for the Comand controller is the free-standing 7.0-inch (8.4-inch with Comand Online) widescreen display that is now part and parcel of all current #Mercedes models below the S-Class #W222 saloon and coupe ranges. ‘Connectivity’ is the new watchword, and even a raw sports car like the GT is not exempt from this internet based world. Music fans will be glad to know that the GT features a bespoke Burmester surround sound system with 10 speakers and 640W of amplification. The optional Burmester high end system has 11 speakers and 1,000W.

    The all new, 3,982cc, 90-degree AMG V8 biturbo (M178) debuts with its own set of firsts. While ‘hot inside V’ engines, which have turbochargers placed within the vee of the motor, are used by both BMW and Audi, this is the first time that such a V8 engine has been used in conjunction with a dry sump configuration. In a dry sump motor, the main oil reserve is kept in a separate tank, which allows the whole engine package to be reduced in height, both as a unit, and in terms of where it sits in the car. The resulting lower centre of gravity directly benefits the car’s handling and allows it to pull more sustained lateral g-forces on a race track.

    An undersquare motor with a bore x stroke of 83.0x92.0mm, the M178 runs a 10.5:1 compression ratio and 1.2bar of boost for 456bhp at 6,000rpm, and 442lb ft of torque between 1,600 and 5,000rpm. The more powerful GT S version has 503bhp at 6,250rpm, with 479lb ft of torque from 1,750 to 4,750rpm. With the GT S’s AMG Dynamic Plus package, peak power is maintained from 6,000 to 6,500rpm, and maximum twisting force from 1,750 to 5,000rpm.

    The GT S model’s headline performance numbers of 0-62mph in 3.8 seconds and 193mph electronically limited top speed are supported by a very reasonable 30.1mpg on the combined cycle, with 219g/km CO2 emissions. These compare with the GT’s four-second run to 62mph, 189mph top speed, 30.4mpg and 216g/km CO2 emissions.

    Tipping the scales at 1,540kg in GT and 1,570kg in GT S specifications, the new car is significantly lighter than the 1,620kg SLS #AMG-Coupe , which boasts 563bhp. The 503bhp GT S has a lesser power-to-weight ratio, but as it is torque rather than power that gives you acceleration, the younger AMG coupe, with its more slippery shape, will still come out on top for two reasons.


    The boot takes 330 litres, so who says that a sports car cannot be practical?

    Firstly, drag increases with the square of speed, so the SLS’s power advantage will be negated with velocity. Secondly, while the GT S may have the same peak torque as the SLS, the latter’s naturally aspirated motor does not reach its peak m torque until 4,750rpm. Carrying 50kg less, but with the same 479lb ft torque available much earlier in the rev range, gives the GT S a decisive edge over its older brother in intermediate gear acceleration. Only in top speed, where the SLS reaches 198mph, is the GT S found wanting. But in the real world, where a car’s vmax is largely academic, the GT S driver will be in command of the faster and more accomplished, point-to-point machine.

    AMG chief, Tobias Moers, who was the firm’s head of development until his promotion last October, was very candid about AMG’s objectives for the GT programme. “We were determined to develop a real sports car, and it took us a full two years to achieve this,” he said. “It was very important for us to get the basics right. By that I mean the mechanical parts, because if these are right and the car has a fine inherent balance, you do not need many electronics to act as a safety net,” he continued. “If the mechanical bits are not right to start with, then it is hard to hide the fact with electronics.

    “The car is sharp but user friendly, like a razor blade that does not cut you,” says Mario Spitzner, AMG’s Director of Marketing. That sums up what AMG set out to do with its new GT and GT S, and I can’t wait to get behind the wheel at Laguna Seca in November - read our first driving impressions very soon.

    While AMG suggests that the entry level GT will start at #Porsche Carrera S money (around £85,000), which is just over half the price of the SLS, the J reality is that the more expensive GT S will be quicker than the SLS against the stopwatch, as well as more capable in the corners.

    That makes it stunning value for money and potentially the best round sports car in its class. Expect to see the UK from spring 2015.
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