HEREíS a film of water covering the broad intersection, no-one coming and a sharp left-hand turn to be made. The AMG GT Ė its sunshine yellow paint more the mood of its occupants than the brooding clouds above us Ė gurgles as I lift off the throttle, letting its 375kW twin-turbo 4.0-litre V8 draw a respite breath, though Iím yet to apply any brake to properly slow its progress.
From the outside, its headlights must look like beady eyes, forward in the beastís head with its long body, swooping roofline and fast, smooth tail as the GT swallows the turn. A sharp flick of the Alcantara-bound wheel, a stab of the throttle and, as the pedal hits the floor, Iím mentally bracing for a snap: a tail-wiggle as the 295-wide 20-inch rear tyres break free. But not this time. The GT is not a baby SLS. Itís not a menace. It knows what itís doing, how to do it and wants you to as well. Itís not here to bite you.
This is the best front-engined, V8-powered, rear-drive performance car on rear-drive performance car on sale today. Full stop. The GT makes the Jaguar F-Type look like Britpop, the BMW M6 utterly benign and the SLS on which itís based ill-mannered and bloated. Think Ladette to Lady, because AMG has gone from the uncouth SLS to the refined $290K GT S whose tyres weíre shredding today. Itís the first of two models AMG will launch, with a less potent 340kW version simply called GT to arrive six months after our 375kW GT S hits the streets.
AMG hopes itís new baby will loom large in the mirror of one rival in particular: the Ďsports carí benchmark, the Porsche 911. Thatís what it is gunning for, and thatís what it will be measured against.
Porsche superiority is not a given, as thereís something truly special about this yellow beast Ė itís bold yet not overly flamboyant like a Lamborghini or Ferrari Ė and when youíre in either of its two seats, thereís a sense of occasion the 911 simply canít match.
The interior is executed more thoroughly than in the SLS. Every detail is textured, upholstered, designed and displayed for entertainment and style. Gone are the exposed screw-heads and rough edges of its older brother; itís a more polished execution. Itís clear that the creators of this car Ė only the second model developed exclusively by AMG Ė have diligently studied the results of their first effort, the SLS. Itís better in almost every way.
It doesnít take long at the wheel of the GT to realise itís a serious player. Is it beautiful? Not to me, though beauty is subjective. Imposing? Certainly. Does it have presence? Abso-bloody-lutely. It has the neck-snapping magnetism of the SLS, even though the bonnet is shorter, the tail visually longer.
shorter, the tail visually longer.
ďThis is why I design cars,Ē says Mark Fetherston, the leather-jacket-clad, spiky-haired bloke whoís responsible for the GTís exterior. Heís relaxed, his strong British accent cutting through the dominant German voices like a truth-telling pollie.
Fetherston, just 37, penned both the new GT and the SLS,
THE two turbos, fed by an indirect air-to-water intercooler, are identical monoscroll units mounted within the engineís vee. The priority? ďResponse,Ē says engineer Thomas Ramsteiner. This is why both turbos are mounted the same distance from the exhaust valves. ďThey have exactly the same loss, as thereís a homogenic pressure of the turbo wheel.Ē
Boost pressure for the GT S is 1.1bar.
THE hand-built 3982cc twin-turbo V8 is the new heart of the AMG range, and the GT is the first model to receive it. Replacing the 6208cc naturally aspirated V8, it shares the same bore and stroke (83.0 x 92.0mm) as the 2.0-litre turbo four-cylinder used the A45 AMG and its A-Class derivatives, but thatís all. The M178 has a dry sump, with a separate 12-litre oil reservoir, and weighs 209kg. It was benchmarked against its atmo predecessor, which may find its way into the GT3 version of the GT.
For the road, the 4.0-litreís Ďhot veeí turbo mounting allows the engine to be set lower and further back, and helps deliver fuel economy and emissions reductions. Itís somewhat future-proof, as it meets Euro 6 regulations that come into effect in 2015. Crucially, the GT also sounds brilliant thanks to its intricate exhaustflap set-up. ďSound is a brand for AMG,Ē says engineer Thomas Ramsteiner. ďPeople are buying the car for the sound.Ē
GT employs double wishbones at both the front and rear, and theyíre made of aluminium, like the steering knuckles and hub carriers. GT S gets 390mm front brakes, with 402mm ceramics optional.
Adaptive dampers are standard on all GTs
creating his own full-sized Hot Wheels collection. ďDo you like it?Ē he asks with a genuinely inquisitive tone, to which I reply a resounding ďyesĒ.
The GT isnít just about its looks, far from it. This is a genuine threat to, dare we join the chorus, the 911 in terms of punch, price and desirability. It wants to be better at driving down winding roads, not a pin-up for B-grade nouveau-riche celebrities. Gone, then, are the gullwing doors that hark back to the 1954 300SL; theyíre too expensive. That gesture alone tells you that this car is a razor-sharp salvo towards all comers.
Then thereís the use of the SLSís chassis. Sure, that has saved money, but this is not a simple top-hat restyle. The chassis ahead of that low, wide windscreen is new, housing the double-wishbone front suspension and 390mm aluminium brakes.
and 390mm aluminium brakes.
Same goes for the back; the rear suspension is new and locates a seven-speed transaxle for an overall 47/53 weight balance that gives the GT one very tractive tail.
Thatís what makes this such a solid and fulfilling car to drive. Youíll have to have confidence to own the GT, not because itís testing you at every turn, every throttle input or grab of the brakes, but because youíll be ogled like a supermodel as you walk up to it, gawkers wondering who the hell you are and why you are so special. Or special enough to drive a car thatís clearly made for its driver. Itís momentous from the second you slip into its seats, which feel welded to your body. Youíre presented with a close-to-the-door wheel as the rudder for a serious fighter, the sculptured bonnet serving as the gunsight.
Hit start and temptation beckons. A spontaneous burst, a high-rev blip, and you could be in a classic V8 complete with carbies. The rumble is old-school and menacing, but the GT doesnít rock like an old muscle car; itís poised, ready to go, idling patiently. Yet its timbre has your impatient right foot raring to go.
We dive into heavy traffic in San Francisco, which isnít ideal, but the GT doesnít feel like a battery hen.
Instead, a la 911, itís completely liveable and at home in these bustling surrounds. The ride in Comfort mode soaks up bumps, the throttle is responsive enough Ė 0-100km/h in 3.8sec ensures that Ė yet even in Sport+ it isnít overly sensitive.
Thereís no noticeable turbo lag, and itís backed by swift changes from the seven-speed dual-clutch íbox. AMG has built a mini-SLS that can cope with real life.
This car will be fantasised about Ė not only by yours truly, but by anyone who gets to wring its neck Ė because once the GT breaks out of town and up into the hills, its prowess is immense.
Sport+ mode is the pick here, which opens up the exhaust flaps for more bravado, stiffens the adaptive dampers and sharpens the throttle and steering, and
THE GT will be in Australian showrooms by mid-2015, about the same time as the next Benz to get the 4.0-litre twin-turbo V8, the C63. Pricing for each car is yet to be announced, but AMG says its European prices have pitched the GT between the Porsche 911 S and 911 Turbo. That means an ask of about $290K for the GT S. Mercedes-Benz Australia had yet to decide at the time of writing whether to bring in the less potent GT model.
If the base car gets the nod, the slightly slower GT Ė still with 340kW and a far from tardy 4.0sec 0-100km/h claim Ė wonít arrive here until early 2016. We Aussies like our performance cars wound up, well equipped and as fast as possible it seems, so while our economy appears solid, the entry-level carís business case isnít.
the new dry-sump, twin-turbo 4.0-litre V8 (codenamed M178) responds with a wave of power. With 650Nm from 1750 to 4750rpm, itís blindingly fast, yet not brutal in its delivery. With no fuss, weíre suddenly doing 240km/h. Thatís testament to the GT Sís refinement, and its relatively low 1495kg Ė 55kg less than the lightest SLS, the brilliant Black Series.
Thereís some wind noise around the frameless windows, but itís sports-luxury to a tee. The ride, even in the sharper modes, is not intrusive and the steering is brilliant. Itís super responsive, so you can make small adjustments, dice with traffic with complete confidence, and slide it if you have the balls. For maximum attack, hit Race mode with its ESC threshold at its highest, and it still wonít boil your blood.
Bury the nose into a corner and the GT will obediently hone in on the next. Itís not like the SLS, where the front wheels seemed a postcode away from the driverís seat, something that took a little while to get used to. Instead, the GT offers a more direct experience to match its immense roadholding. Even when the tail slides, itís progressive, smooth and easy to catch, making you feel like a hero without staining your underpants. Itís no widow-maker, and is easier to drive at its limit than the SLS, yet is more involving than some other brilliant machinery, including Audiís R8.
The GT is also impressively capable. Word is race ace Bernd Schneider has lapped Laguna Seca a full second faster than in the lauded SLS Black. That should strike fear into the other Stuttgart whitecoats at Porsche, ensuring plenty of pensive beard-stroking over AMGís new weapon.
With surprisingly humility, though, AMG boss Tobias Moers says candidly, ďWe canít compete with PorscheĒ.
He seems genuine in his appraisal of Affalterbachís skillset, and his modesty is refreshing. It doesnít seem like a well-scripted ploy to downplay the GT in case it canít measure up to the 911.
Iím not having it. ďBullshit,Ē I snap back. ďYou have a 47-year history, some brilliant products and your brand is plastered all over those silver cars that have decimated Formula One.Ē Heís not convinced but perhaps this humility, this lack of arrogance, has the talented former engineer at his best.
AMG is not about to rest on its laurels and the GT S thatís dazzled us is merely the start. There will be a GT3 version for racing Ė thatís confirmed by Moers Ė possibly using the old atmo 6.2-litre (thatís not confirmed), and itís almost certain that we will be blessed with a Black Series for the road.
The AMG GT is not perfect; no machine is. It can look odd from certain angles, it needs the optional ceramic brakes for the full experience, and it doesnít have the bark of the SLS, despite its wondrous growl.
Yet, unlike other German makes, its engine hasnít been sanitised to blandess, and has a genuinely involving character. Thereís connection between the driverís hands and feet with the steering, that V8 and the rear wheels that makes every moment sublime.
We canít wait to get the AMG and a Porsche 911 on the same Aussie roads at the same time in June. The fireworks will fly.
Right now, though, the next rainsoaked intersection in the Laguna Hills has me wondering just how far the brilliant GT S can go, in every sense of the word.