By Christopher A. Sawyer
The Virtual Driver

(September 16, 2014) The wraps have finally been pulled from the Mercedes-AMG GT. Built mainly of aluminum, the lightweight GT is powered by a 4.0-liter twin turbo V8 mounted behind the front wheel centerline driving through a seven-speed dual-clutch rear transaxle. Available in both GT and GT S form, the new car has a claimed top speed of 193 mph, and can sprint from 0-60 mph in 3.7 seconds in the more potent GT S trim.

The car features LED headlights (high and low beam), an active rear spoiler (located between the rear window and decklid) that is raised and lowered electronically, a large three-pointed star on the rear deck, a black diffuser insert in the rear bumper, and the requisite front fender vents. It has an aggressive cab-rearward stance that places the bubble-like roof just ahead of the rear wheels, and accentuates the car’s long hood.

Inside, the large center console dominates the interior, and can be covered in the buyer’s choice of sliver chrome, matte carbon fiber, high-gloss carbon fiber, black diamond and matte silver fiberglass.

Mercedes-AMG says the center console’s design is reminiscent of a NACA duct, and continues the aviation theme that is emphasized by the spotlight-style vents, wing shape instrument panel, and tightly gradated instrumentation. It also claims that, in combination with the high belt line, concave door panels and low seating position, the driver and passenger feel like they are in a jet fighter. Unfortunately for that analogy, jet fighters usually place the pilot much closer to the nose.

We won’t bore you with the technical details of the 4.0-liter twin-turbo engine having covered it in detail earlier. However, the Mercedes-AMG GT S comes standard with an AMG performance exhaust that allows the driver to vary the sound based on the Dynamic Select driving mode selected. Try that in your jet fighter. As is normal with AMG engines, each is built by hand by a single master engine builder, who then affixes a plate with his signature.

The seven-speed dual-clutch rear transaxle helps the GT achieve a 47:53 front:rear weight distribution, and is controlled by paddle shifters mounted to the steering wheel. In addition, the AMG Dynamic Select system allows him to choose from four automatic shift programs — “C” (Controlled Efficiency), “S” (Sport), S+ (Sport Plus) and “I” (Individual) — and the GT S has a manual Race mode that adjusts the shift schedule based on track use.



One neat feature is that the driver can select “M” (Manual) model via a marked button in any drive mode. And while the GT comes standard with a mechanical locking differential, the GT S has an electrically actuated unit integrated into the transaxle housing that reacts more quickly than the mechanical version.

Both the front and rear suspensions use forged aluminum wishbones and hub carriers, and the steering knuckles are made out of the same material. The rear damper units are mounted directly to the hub carriers to reduce vibrations and wheel load fluctuations, and the design of the suspension, it is claimed, has high camber and track rigidity for greater precision at high speed. The GT S’s electronically controlled dampers have three modes — “Comfort”, “Sport” and “Sport+” — and can be adjusted by pushing a button on the AMG Drive Unit or by using the AMG Dynamic Select system. In addition, the speed-sensitive, variable-ratio power steering not only responds to road speed inputs, it also takes into account current lateral acceleration levels and the Dynamic Select mode.

The GT has a specially tuned damper that reduces the rolling motion of the drivetrain as standard equipment. It can be augmented on the GT S by ordering the AMG Dynamic Plus package that uses dynamic engine and transaxle mounts that adjust their stiffness continuously. This optimizes stiffness for greater handling agility, while keeping the mounts as soft as possible based on the driving circumstances to dampen noise and vibration through the driveline.

Rather than work in pairs, the engine and transaxle dynamic mounts are actuated independently.

The GT has standard 10-spoke alloy wheels wearing 255/35R-19 tires in front and 295/35R-19 tires in the rear. The GT S raises this to 265/35R-19s in the front and 295/30R-20s in the rear. GT models carry standard 14.2-in. ventilated front and rear disc brakes, while the GT S raises the size of the front discs to 15.4 inches and fits red calipers. A ceramic brake option is available for both models, and it increases the front brake diameter yet again to 15.8 in., while retaining 14.2-in. discs in the rear.

The body and greenhouse are made of aluminum alloy, the trunk lid from steel, the radiator core support from magnesium and over 90% of the spaceframe is made up from aluminum components. This mix of materials means the body shell weighs just 509 pounds. Unlike Jaguar, which is keeping the XE sedan out of North America until 2016, the U.S. market will be the first to launch the GTS in early 2015. The GT model will follow one year later.

The Virtual Driver