Test: Mercedes-AMG GT – it can now be more than just a sports car

Is the new GT so different from the previous one?

In the previous GT it was clear what it was aimed at. With its enormous hood and virtually no rear overhang, it could not really handle itself well in everyday practice. It felt like you were sitting on the rear axle and pushing the mighty V8 in front of you, making the GT feel closer to a Chevrolet Corvette C7 than a Porsche 911, the real rival of this AMG model. This has now been rectified, as the new model has grown almost 20 centimeters, while its wheelbase increased by only 7 centimeters. This changes the proportions and you now have the feeling of sitting in the middle, instead of on the rear wheels. Yet we are surprised by the focus that AMG chooses when presenting the new model. AMG previously presented the C63 at the Ascari circuit, the GT 63 at the Circuito Monteblanco. In the sporty top model, AMG emphasizes how practical the luggage compartment is with a capacity of 321-675 liters and that a second row of seats is now available at an additional cost for €1,936.

What about driving on public roads?

We make our way through the busy city center of Granada, overcoming the many potholes and speed bumps with the help of the front axle lift system, which is also available as an option. This raises the front by 30 millimeters and takes away the fear of parking garage ramps. Funny: you can use the GPS system to remember places where speed bumps can be found on your chosen route. The GT’s nose raises automatically, without the driver having to do anything.

And if you’re going to explode?

Once we reach the winding roads of the Sierra Nevada, we wind our way up and are initially a bit disappointed. The sound in the interior is different from that of its predecessor, although the engine is basically the same. The four-liter V8 with two variable turbos delivers 585 hp and 800 Newton meters in the 63 version, but it no longer sounds as American-brusque as we are used to from AMG. The problem lies in the current guidelines regarding noise emissions. AMG overcomes this problem by keeping the outside noise within limits. A microphone then records the sound through the exhaust system and directs it into the interior, of course mixed differently depending on the driving mode. A nice attempt, but it still feels a bit like playing a Slash solo on a keyboard using a plug-in, instead of on a guitar. It’s close to the original, but it’s not the same. We do not explicitly direct this criticism at AMG’s technicians. In Affalterbach they have done everything they can to keep the sound as authentic as possible within the limits of current legal standards.

He has 4Matic! Is that still fun?

If we analyze the drive even further, we arrive at the variable 4Matic+ all-wheel drive in combination with the nine-speed automatic sports transmission, which is no longer placed on the rear axle in the transaxle design. The traction system always drives the rear axle and provides the front axle with up to 50 percent of the driving force if necessary. In Drift mode, the GT logically sends all power to the rear axle, just as before. The rest of the chassis technology is every car designer’s dream: semi-active roll stabilization replaces conventional anti-roll bars. The damper chambers on each axle are hydraulically connected to each other. The left incoming staircase with the right outgoing staircase and vice versa. This makes the driving behavior even better spread between comfortable and sporty.

What do you notice?

Do you notice this while driving? Certainly, and how! Strangely enough, the Sport+ or even Race mode seems more pleasant than Comfort. That sounds strange, but it is not, because the struts themselves are connected to the multilink suspensions in a very rigid manner, so that the car, for example, transmits transverse ridges to the driver fairly unfiltered. In Comfort mode, the GT wants to dampen this by swaying a bit, which in our opinion does not match. The sportier the setting, the more effectively the AMG deals with bumps. That is exactly how we as dynamic directors want it to be.

How does the AMG GT steer?

Also very impressive is the steering behavior in the sporty modes, which you can adjust with the AMG buttons at the bottom left of the sports steering wheel. You really have to work hard to get the combination of front tires in size 295, rear wheel steering and torque vectoring out of line. Even when mechanical grip is needed mid-corner, the new GT is more likely to fan out the rear than push the front out of the corner. For a car weighing 1.9 tonnes, this is remarkable agility and it is less tricky to drive than the old GT. Well, because of all the dynamic qualities we would almost forget what AMG likes to emphasize: the practical ease of use. It can now be much more than just a sports car. It offers more space and is much more relaxed in daily use. Finally, there is the latest MBUX infotainment system with a central vertical display. These may not be the parts you dream of when it comes to a sports car, but it is still a nice bonus.