Published
on 13
Dec 2023
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All rights reserved.
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From
supercar evolves to 911-challenger and now a more traditional grand
tourer, is it the right path?
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From SLS AMG to the first
generation AMG GT and now the second generation, you can see a big
shift of philosophy. The SLS was a front-engined supercar. It featured
gullwing doors, an all-aluminum chassis and 47:53 weight distribution,
thanks to putting the 6.2-liter V8 completely behind the front axle and
a double-clutch transaxle at the opposite end. Many of these features
were carried over to the first AMG GT, although the naturally aspirated
engine was replaced with a twin-turbo 4-liter V8, and the car was made
a little smaller and significantly cheaper, as it was repositioned to
target at Porsche 911. Somehow, the GT never quite succeeded in
matching the Porsche in sales, although it did win applause from
motoring journalists, especially the hardcore GT R and ultimately Black
series.
With the second generation AMG GT, the outgoing philosophy has been
scrapped. Now it has evolved into a more traditional grand tourer,
grows larger, much heavier, gets a pair of (very small) rear seats,
standard all-wheel drive and generally a softer character. To save
money, it shares most of the underpinnings with the new Mercedes SL,
which has been transferred to the AMG division and built on the same
production line.
While the GT is not exactly the coupe version of SL, it shares
everything mechanical with the roadster: powertrains, suspension,
chassis as well as interior and electronic technology. It shares the
roadster's 2700 mm wheelbase, while overall length is just a couple of
centimeters longer. At 4730mm long, it is a full size larger than the
old car, and this reflects on scale – kerb weight is 1895 kg, 325 kg
more than the old car!
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Mercedes’
designers shaped its rear such that it looks remarkably close to a 911
when viewing from behind.
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Some other signs show that it is less thoroughbred than the old GT.
While the 4-liter twin-turbo V8 looks like the same, this version
employs wet sump instead of dry sump, so it is mounted not quite as
low. The rear-axle-mounted DCT of the old car is also abandoned,
replaced with a more conventional 9-speed MCT automatic that is bolted
right behind the engine. In addition to the standard all-wheel drive
hardware, the GT’s front-to-rear weight distribution has worsened from
47:53 to 54:46, which is worse than Aston DB12 (48:52), Ferrari Roma
(50:50), Maserati GranTurimso (52:48 for V6 or 50:50 for Folgore) and
even a W12-powered Bentley Continental GT (53:47).
However, evolving to be a more tradition GT does improve its aesthetic.
The old AMG GT had a cab-rearward profile and a very long hood because
it needed to place the engine completely behind the front axle. That
made its profile a little strange. The new GT still gets a long-hood,
cab-rearward proportion, but not quite as extreme as the old car.
Because it has the engine moved beyond the front axle, the driver seat
is mounted 200 mm forward, thus the A-pillars can be pulled forward,
too, resulting in a faster angle windscreen that flows smoothly towards
the curvy roofline. Because the wheelbase is stretched by 70 mm to
accommodate the rear seats, the proportion is more balanced. The
roofline can flow seamlessly to a faster-angle hatchback. The result is
a sleeker, if taller, profile. Moreover, Mercedes’ designers shaped its
rear such that it looks remarkably close to a 911 when viewing from
behind, adding further appeal to the car. That said, with a much taller
roof (+70mm) and waistline, the new car also looks more conventional,
less exotic than the old car.
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It
carries an extra 325 kg, and most of them at the front axle.
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Unsurprisingly, it employs active aerodynamic aids, comprising of an
active rear spoiler, active shutter grilles and a movable flap located
at the front underbody. The latter can be lowered by 40mm at speed to
activate ground effect.
The chassis is primarily an aluminum spaceframe structure, but some
parts are made of hot-formed high-strength steel (e.g. windscreen
frames), magnesium (dashboard support) and a mixture of glass-fiber and
carbon-fiber composites (transmission tunnel). Torsional rigidity is up
18 percent from the old car. All suspensions use forged aluminum links.
For a car so heavy, the cockpit is still on the tight side, which is
not helped by the prominent transmission tunnel. That said, the higher
roof does serve significantly more headroom than the old car.
Predictably, the rear seats can take kids at best, but most will use
them as luggage bench. Speaking of luggage, it is probably the biggest
improvement from the old car. Boot volume is almost doubled to 321
liters, and it can be extended further to 675 liters with the rear
seats folded.
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Cabin
gains +2 seats for the first time. Everything familar to owners of
Mercedes SL.
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The dashboard, console, tunnel, door cards, turbine air vents etc. are
all carried over from the SL, as are the 12.3-in TFT instrument and
11.9-inch portrait touchscreen that can be adjusted for an incline
angle between 12 and 32 degree. Most materials are classy, but there
are also some cheaper plastics in sight, which is disappointing for a
car whose price starts at £150,000. For cabin comfort and luxury,
it can’t rival Bentley Continental GT.
The AMG GT shares also the pair of 4.0-liter twin-turbo V8s with SL55
and SL63. In GT 55, it produces 476 hp, good for 183 mph and 0-60 in
3.8 seconds. In GT 63 form, these numbers are lifted to 585 hp, 196 mph
and 3.1 seconds. As always, Mercedes’ twin-turbo V8 doesn’t lack of
power or character. It pulls strongly from 2500 rpm, revs eagerly to
7000 rpm, would cruise at motorway speed quietly, or rewards you with
exhaust pops and crackles when you overrev it. The MCT gearbox works
particularly well with the V8 in this application, delivering
responsive yet seamless shifts. The all-wheel drive system puts down
the power cleanly, explaining why the GT 63 can match the outgoing
Black series in 0-60 mph sprint, even though it gives away 145 hp and
carries an extra 375 kg! Performance-wise, GT 63 leaves nothing to be
desired.
Yes, the new GT is heavy, but it is not without reasons. It is equipped
with so many technologies to tame its handling and ride. Standard
equipment includes twin-valve adaptive dampers which adjust both
compression and rebound, 4-wheel steering, active rear differential and
4matic+. Moreover, like the SL, it is available with “Active Ride
Control”, which uses hydraulic to interconnect diagonal suspensions
(like some McLarens or Audi RS models), eliminates pitch and roll in
place of anti-roll bars.
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Though
larger and heavier, it is also faster, rides smoother and behaves
calmer at the limit.
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On the road, Active
Ride Control transforms the ride and handling of the car. In Comfort or
Sport mode, the GT does the GT-thing very well, serving a smooth and
compliant ride. There is some tire noise on highway, but the car flows
fluidly at low to medium speeds. The ride is noticeably smoother
than the equivalent SL, strangely, probably because the coupe’s stiffer
chassis allows the use of softer springs.
Turn to Sport+ mode, the GT still rides pretty good, while body
movement in cornering is well contained. Mid-corner bumps are settled
cleanly, allowing the driver to press with confidence. The steering is
no Porsche-talkative, but that is okay to Mercedes customers. The GT
feels rear-drive, because it is really rear-drive most of the time. The
4matic+ system sends power to the front wheels only when it thinks
necessary. The active diff and rear-wheel steering help sharpening
turn-in, making it feels more agile than its weight and size suggested.
Ride comfort aside, the biggest difference from the old car is
at-the-limit handling. The old GT was a hardcore sports car, being very
responsive to steer but also a little untamed if you overstep its limit
on less than smooth surfaces. The new car is a lot more benign at
cornering limit. Those active diff, 4WS and active 4WD contribute to an
unflappable handling, offering grip and progressive breakaway that you
would expect from a good GT. As a result, it feels planted, stable and
dependable.
The new GT is easily more rounded than the first generation. It is both
a more comfortable car to travel long distances and a better car to
drive to the limit. However, competition is stiff. Ferrari Roma and
Porsche 911 Turbo are sportier and more exciting to drive. Bentley
Continental GT is more comfortable and luxurious. Aston Martin DB12 has
arguably more character. Maserati GranTurismo is roomier and has
Italian charm. Beside them, the AMG GT looks relatively undistinguished.
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Verdict: |
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