The laws of aerodynamics have not
changed since they were first quantified nearly 300 years ago. But for
sports car manufacturers, the interpretation of the laws can differ.
So even though the new Mercedes AMG-GT has a rear section that has
an uncanny resemblance to a fellow German company's iconic numerically
identifiable model, there are subtle variations to the theme, not all
of them good.
For instance, from the back, the way the lower section of its tail
perks up slightly reminds me of a certain model from an American brand
once married to Daimler. The model is so dreadful my mind refuses to
recall its name.
Fortunately, most other angles of the AMG-GT are pleasing to the
eye. Its long, stout bonnet - replete with sporty air vents - is right
out of the dramatic Mercedes SLS. As does its bold and unique grille.
And its high door sills.
There are good reasons for that, of course. Like the SLS, the AMG-GT
is a sports model developed from the ground up by AMG. And it uses a
modified SLS platform. But beyond that, it is not the same car, and all
the better.
The wheelbase is substantially shorter, along with the overall length. But the width is the same as the SLS'.
The dimensions have made the AMG-GT more nimble, more controllable
and more relevant to roads which are not straight for kilometres on end.
Aiding and abetting that is the relatively light weight of the car
and how that weight is distributed. Its twin turbochargers sit just
above the V8's cylinder banks, allowing the power plant to be placed
just behind the front axle.
This gives the AMG-GT a front-rear weight distribution of 47:53,
which is the same as the SLS. But because the car is not as long but
just as wide, it is more planted, more dynamic.
The proof of the pudding comes in the form of a 250km test route
south of San Francisco, first along the Californian coast before
turning into the giddying roads of the Santa Cruz mountain range.
Even though the tarmac is wet with a persistent rain, the long-nosed
car - in the form of the higher grade AMG-GT S - feels quite at ease
during most stretches of the journey.
The first noticeable thing is its ride quality. In its default
Comfort mode, it is more cushy and pliant than the Porsche 911, a car
that is within the AMG-GT's performance sphere.
In this mode, the AMG is a very obliging cruiser, promptly
delivering healthy doses of acceleration even in seventh gear. Its V8
burble and exhaust note serve as background music as the car laps up
distances almost nonchalantly.
Before you know it, the relatively straight coastal road gives way
to some of the nastiest twists and turns in the civilised world.
If the wet does not make things bad enough, steep inclines and intermittent fog add to the confidence-sapping mix.
But the AMG-GT does not flinch, at least most of the time anyway.
Its wide squat stance ensures it has a steady hold of the slippery
serpentine slopes that make you think of AC/DC's Highway to Hell.
Its steering is among the best in the business. It is crisp, and
weighty enough, with the effortlessness and adaptiveness that modern
steering systems offer. Yet, it feels very natural in an almost
old-school sort of way.
Combined with the linearity of its power delivery, the car is more
than a shade of the politically incorrect but deliciously addictive
big-bore AMG creations of the past.
The car is not without temper. Squeeze its throttle a little too
hard or too quickly and its rear tyres lose traction. This is
especially so in Sport+ mode, which is a notch below Race.
Race mode is best used at a private venue, for instance, the 3.6km
Laguna Seca Raceway. It has 11 turns, including the infamous
"Corkscrew", a pair of sharp bends interspersed with a sharp descent.
Alas, we are advised not to use Race mode, which turns off the car's
stability control. We are also advised to keep the suspension setting
in medium firmness, to allow for more grip, especially in the rear.
As it turns out, they are very good tips. On the track, where
overall speeds are up to 50 per cent more than what public roads allow,
the rear-wheel- powered car shod with fat tyres slip-slides at the
slightest provocation. That is perhaps what you get with 650Nm of
torque rushing to the rear axle from just 1,750rpm.
It is the same with stopping. The brakes are sensitive and they bite
hard. At times, the rear breaks loose when the left pedal is applied
too eagerly.
If not for the electronic nannies that bring the AMG-GT back in
line, running off the tarmac or spinning out of control would have been
a real possibility.
While it is tempting to say the AMG-GT S is a car reserved for only
expert drivers, the truth is less sensational. That is, the German
racer is something that should be treated with respect, especially in
wet conditions.
And if you think about it, that goes for most cars. After all, the laws of physics have not changed.
Specs
MERCEDES AMG-GT S
Price: Approximately $700,000 with COE (estimated)
Engine: 3,982cc 32-valve bi-turbo V8
Transmission: Seven-speed dual-clutch automatic with paddle shift
Power: 510bhp at 6,250rpm
Torque: 650Nm at 1,750-5,000rpm
0-100kmh: 3.8 seconds
Top speed: 310kmh
Fuel consumption: 9.4 litres/ 100km
