Mercedes-AMG GT, Porsche 911 Carrera GTS

Hans-Dieter Seufert
Mercedes-AMG GT versus Porsche 911 Carrera GTS
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M You can do an awesome job Don't blame Tobias Moers, the boss of Mercedes-AMG - he only takes on the best, with his top model GT S he won the duel against the battle-tested Porsche 911 Turbo. And now he's rushing the basic GT version to the 911 Carrera GTS. The Moers knows no pardon.

Its basic GT comes with a bit stripped-down equipment and 48 hp less than the top GT S. It does not show its performance deficit: The long-nosed GT fully cares for the super sports car. Appearance. Less power is relative anyway: the four-liter twin-turbo still sends a remarkable 600 Nm (GT S: 650 Nm) to the crankshaft. Even more remarkable is the price from 115,430 euros.

Porsche is calling for at least 117,549 euros for the Carrera GTS, the best-of version of the 911. To describe it as inexpensive may sound aloof at first; but it is over 7,000 euros cheaper than a correspondingly upgraded S model. To compare it with the AMG, however, you have to add the dual clutch transmission for 4,141 euros. Thus, the additional price for the GT has already increased to 6,260 euros, which makes it even more of an offer.

The envy and look factor that the Mercedes surrounds. This is of course left out of the evaluation, although we assume that the effect of a sports car is one of the most important reasons for buying a car for many. But what counts in this duel is the lap time on the Hockenheim small circuit.

But that's not all. But everyday things also count. Because we don't want to bore you, here is a short staccato comparison: The AMG offers more trunk, better displays, more safety and multimedia equipment and higher quality materials (although it receives a point deduction for wind noise). The Porsche is more spacious, clearer and better equipped ex works, can load more, has more complex lighting technology and consumes less (on average 11.8 instead of 12.3 liters of Super Plus per 100 kilometers). Uff, that would be checked; 152 lines remain to shed light on the really important reasons to buy.

This is not about 'Show and Shine', so let's go to Hockenheim. With the prevailing midsummer temperatures they areTires almost warmed up when parking. Both opponents ram sporty profiles into the asphalt pores, no semi-slicks. A short digression on the subject: We strongly advise against using so-called sports tires in everyday life, because they do not stick in rain, in cool weather, in cold rubber or in ... They are only suitable for use on the racetrack.

The Michelin Pilot Super Sport from the AMG, on the other hand, are great all-rounders and quickly reach the right temperature. Compared to the 911, the GT is slightly wider at the front, but has narrower tires at the rear and has 19 instead of 20-inch wheels. Nevertheless, the 295 rear tires defy the surge of torque and interlock relentlessly with the asphalt when accelerating. In 3.7 seconds, the biturbo V8 rumbled the AMG to 100 km /h and it seems to be shaking the power out of its sleeve.

The thump from the rev range is reminiscent of the large-volume big blocks from the USA, and one quickly forgets that two turbochargers in the GT are busy lackeys, shoveling cubic meters of air into the combustion chambers; they are just on their toes. In the city you roll around the bend at 1,000 rpm and casually rumble along the promenade that follows - in manual gearbox mode, without shifting down.

But back on the slopes. The AMG pushes so hard that the short straights in Hockenheim become a direct connection between two corners. The surcharge for the stronger GT S can confidently be saved; the money is better invested in accessories. And that the GT has to get by with a purely mechanical lock? Regardless, in conjunction with the Sport-ESP, the AMG lifts itself out of the corner with reliable traction.

The limiting factor is more of the understeer. It never occurs on country roads, on the contrary: Here the front-engined two-seater turns crazy. Its steering responds hyperdirectly from the central position; this is how the AMG feels smaller and lighter than it actually is. On the short course, on the other hand, where cornering speeds are significantly higher, you quickly oversteer the front axle - then the 1.6 tonnes push straight ahead.

The sheer size of the Mercedes AMG GT brakes

On the racetrack you have to give the GT time to hook its front wheels into the ideal line, find the big river and move just below the limit of adhesion - a limit of adhesion that obviously obeys different physical laws in the 911.

Even in the driving dynamics tests, the Porsche still has room for improvement when the AMG hits the ceiling; However, what slows it down is its sheer width, which it has to roll through the pylon passage. These 1,939 millimeters are also the biggest stumbling block on narrow country lanes - where the more slender 911 finds the decisive centimeters more space on which its rear can overturn as little as the AMG - neither on the racetrack. Now comesthe test car, however, not only with ceramic brakes and power steering plus, but also with the sports suspension including 20 millimeters lowering and harder and thicker stabilizers. Amazingly, the suspension comfort hardly suffers from this: Despite the 20-inch model, the 911 absorbs short bumps more willingly than the Mercedes.

The biturbo in the AMG GT pushes with brutality

But it is already unequal louder rolling noise can be derived from the more direct connection of the chassis. Even in the comfort level of the adaptive shock absorbers, the Porsche hardly allows it to sway around corners, it feels like it is in balance - and yet transmits every newton of the lateral forces. Immediately, detailed, objective.

Ultimately, it is precisely this feedback mixture of steering, chassis and brakes that has made the 911 a German sports car icon for decades. And of course the incomparable six-cylinder vacuum cleaner: as panting as it is on the gas, as crazy as it revs up, and as unmistakable as it trumpets - we will miss it that much when it is no longer.

Action, reaction. No getting used to, no warming up with peculiarities, no wary of pitfalls. Especially as a GTS, the Carrera delivers exactly what you expect from it, drives precisely, brakes immovably, and steers steadily. Without any ifs or buts, the 911 delivers what the driver orders, even if it's the cheeky drift - incidentally, it has nothing left of the ricochet of past model series.

Many people have screwed their teeth on the 911 . The GT does not compete against the dynamic power either, it just loses. But as we know AMG boss Moers, he is already working on a revision of the driving dynamics.


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