Mercedes races after Porsche
The AMG GT S is spectacular and a fast, powerful looker
The rear spoiler on the 2016 Mercedes-AMG GT S deploys at120 km/h, which means any law-abiding Canadian who purchases this formidable sports car will never see it in action. As if. The GT S is a properly quick ride. AMG’s newly developed biturbo 4.0L V8 kicks out 503 hp and 479 lb.-ft. of torque from 1750 r.p.m., and propels the GT S to 100 km/h in 3.8 seconds. Top speed is 310 km/h.
Of course all this power means diddly if the rest of the package doesn’t live up to its promise of being a world-class sports car. And Mercedes-AMG is not at all shy about naming the Porsche 911 as its archrival here.
As a successor to the expensive and rare gull-wing AMG SLS coupe, the lighter and smaller GT S starts at a more accessible $149,900. It still carries the spirit of its now discontinued big brother with a front-mid-engine and rear 7-speed dual-clutch transaxle layout, rear-wheel-drive and familiar profile.
Oh yeah, this two-seater is a looker all right. If you’re wondering why those uber-cool gull wing doors didn’t make the cut, chalk it up to expense, complexity and weight. The Mercedes-AMG GT S uses the same basic engineering platform as the SLS along with many suspension components. In keeping with the times, the SLS’s monstrous 6.2L naturally aspirated V8 (which in my humble opinion is one of man’s greatest accomplishments) makes way for this smaller turbocharged bent-eight.
Do we need to worry that the signature barrel-chested racket associated with all hand-built “one man, one engine” AMG V8’s has left the building? Uh, no. This small displacement dry sump V8 with the turbos nestled within its “V” broadcasts its intent beautifully — especially when the sport exhaust button is pressed. AMG does not believe in piping fake engine sounds through the audio system. The 2016 Mercedes-AMG GT S has a space frame of 97 per cent aluminum. With the compact V8 nestled well behind the front wheel, it sports a 47/53 front to rear weight distribution. Standard is an electronically controlled rear-axle locking differential and, bucking the trend toward electric steering, the GT S uses a hydraulically-assisted speed-sensitive rack for a better feel.
Also standard in the GT S is AMG Ride Control electronic damping.
Mercedes-Benz brought the first four GT Ss reaching our shores to Canadian Tire Motorsports Park (née Mosport), and invited a handful of journalists for a day of lapping.
Unfortunately it was cold and rainy. Hmmmm. An extremely powerful rear-drive sports car on wide summer performance tires flying around one of the world’s most challenging highspeed road courses with its greasy surface hovering around 6 degrees C — right about where the rubber compound in performance tires stays the hardness of a hockey puck. Oh joy.
Well, it was joyful in a quasi-cautious way. With helmet on, I plunked myself in the snug sport seats and looked around. The cockpit (and that’s what it feels like) is beautifully crafted, drawing many cues from the SLS — specifically the plethora of chromed-ringed vents. The centre console is big. While the electronic shift wand is placed pretty far back, the array of business- looking buttons is right where you want them — starter button, sport exhaust button, ESP and rotary AMG Dynamic Select controller. The latter offers four presets (comfort, sport, sport+ and race) that tailor the car’s dynamic parameters to suit. An Individual setting allows the driver to create and save his own dynamic cocktail.
I fire up the engine, set ’er on Sport and follow the AMG lead car out of the pits. The steering is light but quick and direct, and that long snout obediently
follows directions. As do the paddle shifters. Cog swapping is immediate and lightning fast.
The GT S feels like the SLS, but more balanced and intuitive. Once hooked up, acceleration is ferocious. The midrange kidney-punch of this V8 has AMG written all over it, as does its want to break free of the rear tires at every possible opportunity.
We’re getting up a pretty good pace now, finding decent grip in the corners. If it were dry, we could hammer the throttle on corner exits and the trick electronic rear differential would sort things out. Not today. Coming out of sweeping Corner 3 I give it a bit of welly and the back end snaps out pronto. OK then. Gather it up and continue. Same thing out of the 5B hairpin onto the back straight. Message received. Progressive breakaway is not in the cards today.
One of the cars was fitted with the optional $3,300 Track Package that bestows active engine mounts, re- tuned steering, AMG Steering wheel, sports suspension, increased front camber for more bite, sport cup tires and recalibrated engine and tranny management. This car did feel markedly sharper out on the track. Carbon ceramic brakes are a $13,500 option for those serious about track days.
We had no time on public roads, where the AMG GT S will be spending most of its time. So I can’t tell you how good the standard Burmester audio is. Or if the ride is any good. Or what it’s like to back up in a parking lot. Or how useful the rear hatch is. Nonetheless, Mercedes has bestowed its gorgeous halo sports car with the latest touchpad MMI interface with navigation, and of course there are numerous packages and stand-alone options available to ensure the luxury factor pins the needle.
For an additional $10,900, 30 Canadians will snag a limited Edition 1 GT S that brags a carbon fibre roof, AMG aerodynamic package, fixed rear spoiler, special interior touches and bicolour wheels.
The 2016 Mercedes-AMG GT S is arriving in showrooms now, and if its 150-large price tag is a bit rich for some tastes, wait a year for the slightly detuned and decontented GT “base” model. Pricing for this one will be announced closer to release.
Should Porsche be nervous about this mighty Mercedes-AMG sports car that’s priced to compete? Possibly. But the consumer is the real winner here because both cars are spectacular — and vastly different from one another. Like chalk and cheese, really. The rearengine six-cylinder Porsche 911 is a lithe sophisticate to the AMG’s more brutish and addictive V8 demeanour. We are all the richer.
Peter Bleakney is a regular contributor to Toronto Star Wheels. The vehicle tested was provided by the manufacturer. For more Toronto Star automotive coverage, go to thestar.com/autos. To reach Wheels Editor Norris McDonald: nmcdonald@thestar.ca