Mercedes-AMG GT (C192)

	Mercedes-AMG GT (C192)
	Debut: 2023 Maker: Mercedes-Benz Predecessor: AMG GT (C190)

Published on 13 Dec 2023

From supercar evolves to 911-challenger and now a more traditional grand tourer, is it the right path?

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!

Mercedes’ designers shaped its rear such that it looks remarkably close to a 911 when viewing from behind.

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.

It carries an extra 325 kg, and most of them at the front axle.

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.

Cabin gains +2 seats for the first time. Everything familar to owners of Mercedes SL.

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.

Though larger and heavier, it is also faster, rides smoother and behaves calmer at the limit.

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.

Verdict:

Published on 31 Jul 2024

GT63 S E Performance

Hybrid power answers a question nobody asks.

Considering it is already good for almost 600 horsepower and 0-60 mph in just over 3 seconds, the last thing the AMG GT63 needs is more power. However, these days nothing is called “enough” in the world of luxury motoring. Power is the symbol of wealth and success. That’s why the GT63 answers a question nobody asks, adding more power by means of hybrid system.

The plug-in hybrid system branded “E Performance” has already been used on the 4-door GT as well as a number of AMG models. On the 2-door GT, it is basically the same setup as its 4-door sibling. An Electric Drive Unit (EDU) is added to its rear axle. This consists of a 204 hp electric motor, electronic limited-slip differential and a 2-speed gearbox. Sitting above EDU is a 6.1 kWh lithium battery which is optimized for power rather than zero-emission range. They add 225 kg to the kerb weight, lifting the total to over 2.1 ton.

Meanwhile, the 4-liter twin-turbo V8 produces 612 horsepower here, a little bit more than the regular GT63 but slightly less than its 4-door sibling due to less space available for exhaust routing. Combined output is 816 hp, but even more astonishing is 1043 pound-feet of torque. Strangely, the engine offers 627 lbft while motor provides another 236 lbft, so the mathematics don’t add up. Maybe the 2-speed gearing can multiply the latter.

With standard 4matic+ traction and launch control, the E Performance is supercar-quick. 0-60 can be dispatched in less than 2.8 seconds while 100 mph is destroyed in merely 7 ticks. Acceleration isn’t as seamless as some performance electric cars, because there is some turbo lag to overcome at lower revs. However, once the turbo is spooled up and work together with electric power, the heavyweight machine gathers speed at astonishing rate, and it can sustain that kind of acceleration up to 300 km/h, before settling at 199 mph. Moreover, it seems to do that effortlessly, with no drama and relatively little road and wind noise, such is the impeccable refinement of Mercedes.

Is it more exciting than the pure combustion GT63? No, all we can say is it hides its extra weight pretty well – certainly much better than the E53 recently reported, simply because that car uses a much larger battery thus has its weight penalty doubled. Unless you push the car on some bumpy, twisty and narrow back roads, its handling is not noticeably different to the non-hybrid version. In Comfort mode, the suspension allows more vertical movement, but Sport and Sport+ have it tied down effectively. The rear-wheel steering, the hydraulically interconnected dampers, e-diff and improved weight distribution – now 51:49 instead of 54:46 due to that rear-mounted battery and EDU – succeed to maintain tight body control and accurate turning. Grip levels are always high.

If there are any weaknesses, they are the numb steering, which has a dead spot on the straight ahead but reacts too enthusiastically just off-center, and the spongy brake pedal that fails to transit smoothly from regenerative to mechanical braking. Both rob the big Mercedes GT the driver engagement that its lighter and sportier predecessor managed well. Meanwhile, the ride gets even firmer than the lighter GT63, making it less usable on less than perfect roads.

Speaking of usability, the position of battery robs the boot by nearly half to only 182 liters, so you need to drop down the rear seats for extra luggage space. Another price you pay for it is of course price, which is lifted by £20,000 to £180,000. Some said it rivals Porsche 911 Turbo S, but I don’t think it possesses the same agility, sharpness and engagement as the latter. E Performance or not, the second generation AMG GT is neither a sports car nor a grand tourer.

Verdict: