Mercedes-AMG GT S in the test

Achim Hartmann
Mercedes-AMG GT S put to the test
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H Hasn't the SLS dispelled all doubts? Those jokes from the SLR era as to whether AMG could do more than dragsters? So more than power straight ahead? More than making noise? Yes, the SLS could do more. But the gullwing was aloofly expensive - dream car category, if the Sandman means it particularly well. Now the GT is coming, and it is significantly cheaper.

Mercedes-AMG GT S develops 510 hp

AMG has priced it in cleverly: the 510 hp is the more powerful of two available versions Mercedes-AMG GT S (GT: 462 PS) in the area of ​​a Porsche 911 Turbo (520 PS) and costs over 30,000 euros less. The bolid-like GT is more likely to be classified among the super sports cars.

The fact that he chose the Porsche as his opponent testifies to Tobias Moers' self-confidence. The race-proven AMG boss with the heavy accelerator and nimble hands is convinced: the Mercedes-AMG GT S doesn't have to hide from a Porsche Turbo. A confident announcement when you consider the degree of maturity of the supercharged 911 that has been achieved over the decades. But with the SLS, AMG has made a respectable debut - and number two, the GT, is derived from it.

Where the SLS annoyed transverse drivers with braking interventions in the first test when ESP was apparently deactivated, the Mercedes AMG GT S on request with the ESP switched off unrestrained Drift Challenge. 650 Nm on the rear axle, so one or the other driver might feel a stifled gas foot. Woe if you let go?

Drifting in the Mercedes AMG-GT? Easier said than done

Let's do the idiot test on the test track: ESP off, corner, full throttle. The hands already want to counter-steer reflexively, but it only goes forward, not sideways. Drift? To do this, you first have to outwit the enormous mechanical traction of the Mercedes-AMG GT S. The 295 Michelin Super Sports mesh bitterly with the dry asphalt.

Full speed ahead instead of sideways. As if the Mercedes-AMG GT S were braced against an invisible band around corners. His V8 sits so far behind the front axle that it should actually reach into the passenger cell. Result: 53 percent of the weight is behind. If you want to drive across, you have to line up the GT according to the old rally custom.

Even on wet roads you don't have to reckon with a sudden jolting rear end when powering out of a curve. ESP holdshis protective hand over impetuous pilots. The grip on the front axle is the real attraction, which is crucial for experienced drivers. After all, it helps to countersteer when oversteering. With understeer, the only thing that helps is to hope - that there is enough space.

Rear-wheel drive with good handling

Instead Pushing it over the front axle, the AMG turns surprisingly jagged from all positions and at all speeds, which on the motorway leads to light tigers à la Porsche 911. So far, we only know this from the mid-engine group with a stubby front, as free from distortion as the huge snout bends. The Mercedes-AMG GT S is a giant, but turns in like a dwarf - the mind has to understand that first. Likewise, that the steering is smooth, yet talkative.

The two-seater seeks dialogue, demands attention, distances itself from the supersport dandies, is clearly performance-oriented. Nevertheless, the Mercedes-AMG GT S should not be misinterpreted as a professional device, because it does not exclude everyday life. Comfort is the name of a mode of adaptive shock absorbers (standard), and it is to be taken literally with its swaying character.

In the interests of the best possible connection to the stiff chassis, however, the middle position Sport is recommended on country roads with its tight, nevertheless not hard vote. Here, the chassis absorbs bumps so that all four wheels always stay on the ground. And the Mercedes-AMG GT S conveys the most important of all feelings to the driver: being in control of the situation at all times. Unless a truck comes towards you on the narrow country road - the bolide is clearly too wide.

Mercedes-AMG GT S consumes 13.3 l /100 km

Apart from that, you have that Mercedes-AMG GT S also thanks to the steady power delivery of its engine under control. The two loaders of the four-liter respond as quickly as they do and hold back hissing. That is why the V8 sounds like an all-American sucker when the exhaust flaps are open, and splatters when you downshift. The seven-speed dual-clutch transmission finally reacts to paddling commands with almost no delay - the SLS sometimes seemed a bit sleepy here.

Although the AMG even masters the sailing function and dutifully turns off its V8 at the traffic lights (start-stop), can do not achieve sensationally low consumption. The Mercedes-AMG GT S only manages less than 10.1 l /100 km when rolling downhill, on average the AMG-own engine requires 13.3 liters per 100 kilometers; here the high curb weight has a negative impact. You may not feel the 1,629 kilograms either - they have to be accelerated again and again.

That's why, dear AMG designers, already noted at the top of the specifications for the GT successor: It has to be smaller and therefore lighter and become more economical. Until then we willbut certainly have a lot of fun with the current version and are especially excited about the GT without the S addition: It comes with a bit stripped-down equipment, makes 48 hp less, but still puts a remarkable 600 Nm on the crankshaft - and it is already available 115,430 euros. If that is not another declaration of war on Porsche.

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