Mercedes-AMG GT
Thumping twin-turbo V8 is at the core of big roadster’s sporting appeal
A FACELIFT for the Mercedes-AMG GT Roadster has kept it fighting fit against newer rivals like the 911 Cabriolet, with some significant updates to improve its appeal. At £115,875 it’s dearer than even the 911 Carrera 4 S Cabriolet, but price isn’t as much of an issue as ability at this level.
Design & engineering
THE GT is based on an aluminium chassis with double wishbone suspension all-round – while the 911 uses more aluminium than ever, there’s still steel present. The AMG also uses some magnesium components, yet it still weighs more, at 1,690kg, than the 911’s 1,635kg.
This difference is offset by the extra firepower from the AMG’s thunderous V8. In GT form the 4.0-litre twin-turbo engine produces 469bhp and 630Nm of torque. It comes with a seven-speed dual-clutch transmission and drives the rear wheels.
The AMG’s looks were subtly updated with new LED headlights and tail-lights. However, the changes in the cabin are more important. These include an updated infotainment system and new buttons for selecting drive modes and other parameters.
A fully digital dashboard is now standard, while other kit matches the Porsche’s: parking sensors, a rear camera, autonomous braking, climate and cruise control, heated leather seats, sat-nav, Apple CarPlay and Android Auto are all included.
However, where it can’t match the 911 is for quality. There’s too much cheap-looking and feeling black plastic inside. It has lots of leather, but fewer surfaces are coated in it than in the Porsche, which feels higherquality and better built. The mix of textures inside the GT means it doesn’t feel as premium.
Driving
THE AMG GT ’s ride is firm, so those plastics vibrate more on bad road surfaces. Adaptive dampers aren’t standard, unlike on the Porsche, and cost £1,495 extra. On 19-inch wheels the AMG feels less forgiving, because it fidgets and never really settles. And yet the set-up is also softer than the 911’s.
Mercedes has recalibrated the steering so it’s much lighter than before. There’s plenty of grip, but not as much poise as in the 911. Because the steering is so fast and light, the AMG turns extremely quickly, and the softer set-up means there’s some roll. The chassis and steering aren’t as communicative as the 911’s, and the car can feel nervous. It takes some getting used to, and even when you think you’ve got the measure of it, you sometimes find yourself taking separate and distinct bites at corners, because the Mercedes doesn’t have the same easy flow as the Porsche.
There are no complaints about how the GT Roadster romps down the road when you’re on the power, though. With the roof down and the exhaust set to its louder setting, the V8 rumbles aggressively. There’s very little turbo lag and the engine feels more urgent than the 911’s as soon as you accelerate.
The AMG did 0-60mph in 4.1 seconds, which was 0.8 seconds slower than the 911 – but that’s not much of a surprise given the GT has more power that gets sent through just two driven wheels. The in-gear times show that: in the lower ratios it was
pretty much honours even, but in the taller gears the AMG was actually slightly quicker than the 911.
The gearbox is brilliant, with little to separate the two car’s transmissions, and the AMG’s doubleclutch unit rifles through the box with clinical ease. Downshifts unlock another level to the noise, and the pops in Sport+ mode from the quad exhausts fit the hot-rod vibe well. Given the powertrain’s personality and ability, it’s all the more frustrating that the chassis can’t quite match up.
Practicality
MERCEDES claims the GT offers between 165 and 350 litres of boot capacity. It’s a wide but shallow space, whereas the 911’s load bay in the nose is a little more regular. There’s enough room for weekend bags in the Mercedes though, which should be enough practicality.
It’s a good job the GT has a reversing camera, because rear visibility isn’t great, even with the roof down – thank the car’s long, low proportions for that.
The cabin is more cramped than the 911’s, and it doesn’t boast any extra space because there are no rear seats, but there’s just enough storage.
Ownership
WE haven’t exactly seen a stunning performance from Mercedes in our
Driver Power owner satisfaction survey, finishing 26th our of 30 brands, which might not be what you’d expect from a premium brand.
Neither the GT nor the 911 have been crash-tested by Euro NCAP, but safety is good, with six airbags and autonomous braking both standard. However, as in the Porsche, lane-keep and blind-spot assist are extra and come as part of a £1,695 pack.
Running costs
MANY people purchase on finance, so monthly PCP prices could drive a buying decision. For cash buyers the Porsche holds on to more money, with an impressive 62. 2 per cent retained value, according to our experts. This means it’ll be worth £68,046 after three years.
The GT costs more, but will hold on to less, rated at 49.6 per cent. This equates to a higher loss: £57,474.
Servicing will also be pricey, with three checks on the 911 costing £2,670 compared with £49 per month over three years for three checks on the AMG, which comes to £1,764. However, while the 911 is costlier, it might only need servicing every two years compared with annual check-ups for the Mercedes.