GT (C190) [Official] Mercedes-AMG GT R

[WAND]

Wow, was not expecting it to perform so well ! Will it be a supertest ?

World's exclusive first test Mercedes-AMG GT R: More in sport auto 1/2017

 

[Tarek]

Just epic..well done MB.

 

[sako97]

Holy shiiiiiite!! AMG just killed it. Mighty faster than the competition.

A distinction should be made between factory times and Sportauto times. The GTR posted the fastest lap recorded by Sportauto followed by the 918 (7:13) driven by Horst von Saurma.

 

[kingjr9000]

@Wolfgang, do you have any info as to what it could do in the hands of a factory driver?

 

[Wolfgang]

^ Sorry, have no info. Here's the press release, though.

Around the Nürburgring in 7:10.9 minutes: Mercedes-AMG GT R: outstanding Nordschleife lap time for the "Beast of the Green Hell"

Stuttgart/Nürburg. Just ahead of the winter break due to weather, the new Mercedes-AMG GT R has set the fastest-ever lap time on the Nürburgring Nordschleife in a test drive conducted by "sport auto". In a time of 7:10.9 minutes, the new spearhead of the AMG model range was faster through the "Green Hell" than any other road-going sports car ever tested by the motoring magazine.

Through the Green Hell in just 7:10.9 minutes – the Mercedes-AMG GT R was faster than any other road-going sports car ever tested. Hence, the 430 kW (585 hp) "Beast of the Green Hell" more than lived up to its name. A circuit of the legendary Nordschleife, which ranks as the world's toughest race track, is the ultimate test of a sports car.

And this exceptional race track, the Green Hell of the Nürburgring, is precisely where the Mercedes-AMG GT R has spent a large proportion of its development time. Numerous innovations and modifications bear witness that the road-going sports car has racing DNA in its blood. The foundations for such exceptional driving dynamics come courtesy of the front mid-engine layout with transaxle, a 430 kW (585 hp) V8 biturbo engine, extensively modified suspension, sophisticated aerodynamics, active rear-axle steering, bespoke tyres and intelligent lightweight design.

 

[marley71]

Can't deny the astounding performance. Pity they had to uglify it. The base GT remains the most attractive. Even greater pity that this is a game that BMW has no interest in playing in...becoming Boring Motor Works.

 

[nikola1984]

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[Wolfgang]

Suspension: Motorsport technology for top racetrack performance

The suspension of the new AMG high-performance sports model is also systematically designed for racetrack use. Wishbones, steering knuckles and hub carriers on the front and rear axle are manufactured entirely out of forged aluminium in order to reduce the unsprung masses. The double-wishbone concept locates the wheel firmly, with minimal elastic movements. The high camber and toe-in stability results in high cornering speeds and also provides the driver with an optimum feel for the road when cornering at the extreme limits.

The uniball spherical bearings on the lower wishbones of the rear axle are also inspired by motorsport. They are significantly more wear-resistant than wishbone bushings and due to their design have no play, which means toe-in and camber do not change even under high loads. As a result, the AMG GT R can be driven with even more precision.

In addition, the rear axle is fitted with a thicker tubular anti-roll bar. It has been adapted to the heightened driving dynamics requirements of the AMG GT R and saves weight due to its hollow design.

New development: AMG coil-over suspension

The new AMG coil-over suspension was designed specifically for the AMG GT R. This technology familiar from motorsport is combined with the AMG RIDE CONTROL continuously variable, adaptive damping system. The system is controlled electronically and adjusts the damping at each wheel automatically to suit the current driving situation, the current speed and the road or track surface.

The damping characteristics are modulated rapidly and precisely by two separate valves for the rebound and compression forces in the dampers. A harder damping rate, for example when cornering and braking, effectively reduces rolling movements.

The continuous adjustment of the damping to the current speed also ensures the best possible road contact even at high speeds, thus enhancing safety.

Adaptive damping adjustment in three stages

The driver can also adjust the adaptive damping characteristics at the touch of a button in the AMG DRIVE UNIT or by using the AMG DYNAMIC SELECT drive modes. Three modes are available: "Comfort", "Sport" and "Sport Plus". The purpose of each of the three damping characteristics is clear: "Comfort" is the right choice for public roads; "Sport" is perfect for racetracks like the North Circuit of the Nürburgring, in other words for highly dynamic driving on partially undulating racetracks with maximum surface contact. "Sport Plus" is ideal for more flat, modern Grand Prix circuits such as Hockenheim and conveys a high degree of structural rigidity.

Conventional suspension measures include the wider front and rear track as well as the standard-fit Michelin Pilot Sport Cup 2 tyres, of size 275/35 ZR 19 at the front and 325/30 ZR 20 at the rear. The street-legal racing tyres allow faster laps and up to 50 percent more mileage on the racetrack.

Agility and stability: the active rear-wheel steering

The new AMG GT R is even more sensitive to steering inputs thanks to standard-fit active rear-wheel steering, which is being used for the first time on a Mercedes-AMG model. The system offers an ideal combination of agility and stability ‑ handling characteristics that are normally in direct conflict.

Two steering actuators replace the conventional control arms on the rear axle of the AMG GT R. At the heart of the system are two electro-mechanical actuators (electric motors with jackscrew) that are not mechanically connected to the steering wheel.

This "by-wire" system adjusts the rear wheels within a predefined operating map by means of electronic control. The maximum toe angle change on the rear wheels of the AMG GT R is 1.5 degrees.

Up to a speed of 100 km/h, the rear wheels are turned in the opposite direction to the front wheels, corresponding to a virtual shortening of the wheelbase. The advantage of the AMG GT R is far more agile when steering into bends, resulting in even greater driving enjoyment and less steering effort ‑ especially on small and winding roads, narrow racetracks on which there are multiple changes in direction, or slalom courses. Further benefits include increased manoeuvrability and a smaller turning circle in everyday driving situations ‑ such as when turning or parking.

Once the speed of the AMG GT R exceeds 100 km/h, the system turns the rear wheels in the same direction as the front wheels, corresponding to a virtual lengthening of the wheelbase and improving handling stability. At the same time, the lateral force on the rear wheels builds up considerably faster when changing direction, which makes the response to steering inputs quicker. Drivers also notice that the AMG GT R delivers massive grip on the rear axle and strong stability during fast changes in direction.

The active rear-wheel steering not only improves cornering, it also assists the driver in the event of sudden evasive manoeuvres and thus enhances active safety, This makes the AMG GT R easier to control at the limit.

The standard 3-stage ESP® with the settings "ESP ON", "ESP SPORT Handling Mode" and "ESP OFF" works in perfect unison with the limited-slip differential and is optimally adapted to the outstanding driving dynamics of the AMG GT R. The programming for the “ESP OFF” mode is taken from the AMG GT3.

Grip to the power of nine: AMG TRACTION CONTROL

In “ESP OFF” mode, another innovation allows the driver to exert even more influence on the handling characteristics of the AMG GT R. The new AMG TRACTION CONTROL system also comes directly from motorsport. It allows drivers to pre-select the slip on the driven rear axle in nine levels. Just like in the current AMG GT3, it isolates the grip on the driven wheels and does not affect the stabilisation provided by the ESP®. Corresponding characteristic maps are programmed into the vehicle electronics to this end.

Control is via a special rotary switch located in the centre console below the ventilation outlets. Depending on the setting, the system permits more or less slip on the rear wheels ‑ very helpful in varying road conditions. Level 1 is programmed for driving in the wet with high safety reserves. Level 9 allows maximum slip on the rear axle. A luminescent band of LEDs around the rotary switch indicates the current setting ‑ this display logic likewise has its origins in motorsport. In addition, the setting is indicated on the instrument cluster's central display.

The AMG development has a major advantage over conventional systems in that it anticipates situations with the help of a virtual µ(mu) simulator and other data processed by a control unit within fractions of a second. The maximum permissible drive slip at the rear wheels is calculated depending on the selected AMG TRACTION CONTROL setting. When the wheels reach this level of slip during acceleration, the traction control modulates the engine output so that this level is not exceeded and the vehicle continues accelerating with this specified slip. The effect of the electronic limited-slip differential is also included in the adjustment scope. This control therefore takes place without lag, further enhancing both driving enjoyment and performance.

The driver receives assistance for one of the most challenging aspects of driving, namely selecting the optimum engine torque and the optimum torque increase when accelerating out of a turn. Drivers can get as much grip as they want and have dialled in. The precisely measured power delivery of the engine when accelerating out of a turn is one of the most important criteria for achieving a top lap time.

Electronically controlled: the rear-axle locking differential

As standard, the AMG GT R is equipped with an electronically controlled limited-slip differential on the rear axle, which is integrated into the compact transmission housing. Its sensitive and rapid control elevates the physical handling limits to a new level. It not only further improves the grip of the driven wheels, but also increases the cornering speeds at the limit. The system operates with a variable locking effect in acceleration and overrun mode, and is perfectly fitted to various handling conditions and road friction coefficients.

Variable ratio: speed-sensitive sports steering

The speed-sensitive sports steering features a variable steering ratio, which enhances vehicle handling and agility at low speeds while maintaining driving safety at high speeds. The power assistance is a particular highlight: It responds not only depending on the given road speed, but also according to the current lateral acceleration and the selected AMG DYNAMIC SELECT drive mode. The result: The driver has a perfect feel for the vehicle thanks to the direct feedback from the road.

Fade-resistance and consistent performance: the brakes

The high-performance compound braking system ensures excellent deceleration and high fade-resistance with internally ventilated and perforated brake discs of diameter 390 millimetres on the front axle and 360 millimetres on the rear axle. The brake callipers are painted yellow as standard. They are also optionally available in red for no extra charge.

A ceramic high-performance composite brake system is available as an option. The advantages of this system are a weight saving of approx.15 kilograms, a longer service life and even better fade resistance thanks to the ceramic brake discs with a diameter of 402 millimetres at the front and 360 millimetres at the rear.

Das Fahrwerk des AMG GT R - Mercedes-Benz Passion Blog / Mercedes Benz, smart, Maybach, AMG

 

[kingjr9000]

Long TG review.

Mercedes-AMG GT R review: Merc’s hardcore supercar tested

CAR SPECIFICATIONS
BUDGET
£141,190
BRAKE HORSEPOWER
585bhp
FUEL CONSUMPTION
24.8mpg
0–62 MPH
3.60s
CO2
259g/km
MAX SPEED
198Mph
MORE SPECS
Got stance, hasn’t it?

From where I’m standing the Mercedes-AMG GT R is pure intimidation: fat, wide, low and aggressive. Commendably like the GT3 racer, in fact.

So which came first, racer or road car?

Neither – they have very little in common. The GT R is a development of the GT S road car, not a detuned racing car. Having said that, if you’ve caught a sniff of Nurburgring lap times recently, you might be aware that a GT R has just got itself round there in 7min 10sec, which Merc claims is a record for rear-wheel drive cars. Hmm. A Radical SR8 LM has got itself around in 6min 48secs and although they never published the result, we’ve no reason to doubt McLaren’s P1 dipped below the 7min mark.

But leaving all that aside, a 7min 10secs lap is astonishingly rapid for a comparatively civilized road car. Quicker than a Viper ACR or Corvette ZR1 (surely the closest in layout and ethos to the Merc), only just adrift of a Nismo GT-R. This is good, it proves there’s more to the AMG GT R than doing big, smoky slides.

But is it really a track car?

That’s what we’re here to find out. For a kick off, the amount of work that’s gone into it is deeply impressive. Let me run you through the basics before I tell you about it in detail.

There’s now four-wheel steering, carbon fibre body panels, moving underbody aero elements, another 74bhp from the twin turbo V8, fully redesigned suspension, extra supports to boost torsional rigidity, nine-position traction control that promises Ferrari-style controlled skidding, adjustable coil over spring/damper units, standard Michelin Pilot Sport Cup 2 tyres…

Woah, steady on, I have brain ache…

You and me both. A dizzying amount of work has been done to justify the £31,750 price increase here. The aim is to make the GT R a more focused and rewarding car to drive than the GT S. That’s something I wholeheartedly endorse, because I’m not a big fan of the standard AMG GT – it’s a snatchy, fighty car on a bumpy road, aggressive and demanding. You need to have your wits about you at all times because the margin for error, between quick steering and lively back axle, is small.

I know, I know, surely this one’s going to exaggerate those attributes, then. But wait, Merc has previous – when the SLS Black came along, it was a far more tightly controlled and composed car than the rather wayward standard SLS. And when I had a passenger ride in the GT R alongside AMG boss Tobias Moers at Goodwood back in the summer, I came away sensing the GT R felt friendlier, more together.

And is it?

I’m going to keep you holding on a little longer, as I want to do some digging into the technology Merc has shoved under these swollen panels. We’ll start at the front and work back.

So there’s a new nose, inspired by the old 300 SL Gullwing racer that won the Panamericana road race in Mexico in 1952, and largely carried over from the GT3 racer. I’m sure it could be more in-yer-face, but as yet I can’t work out how. Behind the lower airdam are flaps to control airflow, and underneath, still in front of the engine, there’s a carbon fibre panel that lowers itself by 40mm at speed, adding a venturi effect and claiming to reduce front axle lift by 40kg at 155mph.

The front wings are of course new (and made of carbon fibre), to cover the 46mm track width increase. Wider wheels and tyres are held further away from the body by double wishbone, forged aluminium suspension and controlled by new coilover adjustable spring/damper units.

Haven’t we got back as far as the engine yet?

We have now. The AMG GT is front mid-engined (the weight distribution is actually a slightly rear-biased 47:53 thanks to the gearbox sitting on the rear axle), and wears a pair of turbos inside the vee of the 4.0-litre eight. The turbochargers are new, boost has been increased from 1.2 bar to 1.35 bar and they can spin up to 186,000rpm – that’s 3,100 revolutions per second fact fans.

Elsewhere in the engine the compression ratio has been altered, the combustion has been remapped, the exhaust ports modified and the cylinder liners now wear the same Nanoslide coating as Lewis’s F1 car to reduce wear and friction. There are dynamic engine mounts, as well – but the GT S has those, too.

A 13.9kg carbon fibre torque tube (40 per cent lighter than the GT S’s aluminium item) surrounds a 4kg carbon driveshaft that takes 577bhp and 516lb ft rearward to the gearbox – which, you guessed it, has come in for some alterations. First is now longer, seventh shorter and the final drive ratio is lower, too. Shifts are sharper and Race Start (what AMG calls launch control), uses higher revs and a more aggressive strategy.

Rear track widths are up 57mm and again we have new components – a whole new back axle in fact. Including that four-wheel steering system. Two electro-mechanical actuators replace conventional control arms (there’s no mechanical link to the steering wheel), and can alter the toe angle by 1.5 degrees. The idea is to sharpen up turn-in below 62mph by counter-steering, and improve stability above that speed by turning in the same direction.

So it’s a hardcore front-engined, rear-drive coupe with four-wheel steering. Sounds a lot like the Ferrari F12 tdf…

But around a third of the price. And hopefully far friendlier to drive than Maranello’s savage. I drove that recently and boy is it… Sorry, digressing. What haven’t I mentioned? Well, there’s a carbon roof, additional carbon bracing underneath the exhaust (now titanium and 6kg lighter) that improves torsional rigidity by 7.5 per cent. There are two additional diagonal brace beams across the engine bay, too, less sound insulation and the very trick nine position traction system operated by a yellow knob in the middle of the dash.

Anyway, despite all the mods and the chunky rear wing, a fair bit of give and take on the weight means all-up the GT R is 15kg lighter than the GT S. That’s not a bad result, giving it a healthy 371bhp/tonne power to weight ratio – 51bhp/tonne better than the GT S and ballpark compared to rivals such as the McLaren 570S (399bhp/tonne), Audi R8 V10 Plus (387bhp/tonne) and Porsche GT3 RS (346bhp/tonne). I know, the rivals cover a bit of bandwidth, but that’s because the GT R does as well.

So what’s it like to drive?

Way better than the GT S, for starters. Not just around a track, but on the road as well. Let’s start there, in fact, because I think that’s the GT R’s biggest gain. I expected it to be better around a circuit, but hadn’t anticipated just how much more together it would be on the road.

Of course I didn’t fiddle with the suspension settings beyond the usual Comfort/Sport/Sport+ electronic controls, but what stuck me was a) how much chassis rigidity had improved, and b) how compliant the ride was. The two aren’t unrelated. A stiffer platform has allowed AMG to soften off the springing. Bucking and pogoing on bumpy roads has been drastically reduced – not completely eradicated because that would be impossible given your backside is pretty much on top of the back axle. You do get some vertical motion, but it’s well controlled by the dampers, and the extra width has enhanced stability.

It’s taut, sharp and agile. You no longer cling on for dear life, but can actually trust the power, grip and chassis poise. It’s not snatchy when you turn in and the rear end follows faithfully. You’re not just travelling faster, but you’re more in control, too. And it’s such an event to drive.

Because of the engine?

That’s a big part of it, yes. As far as I’m concerned, there is no better sounding turbocharged car. The GT R makes a colossal noise, a whooping, hollering, deep V8 bellow that comes up from the very bottom of its engine block. And the thrust that accompanies it is equally impressive.

I know the numbers (0-62mph in 3.6secs) may not sound that awe-inspiring, but for a rear-driver with the engine up front that’s not bad, and the way it punches forward once you’ve got 3,500rpm on the dial is mighty. On the main straight at Portimao it was registering 265kmh (165mph), and still pulling very hard indeed.

With your view out framed by the broad, shallow windscreen and long bonnet, your ears full of trumpeting V8 and the suspension batting away the worst that Portugal’s roads have to offer, the GT R feels very good indeed. It’s not quite up to McLaren 570S or Porsche GT3 RS levels of tactility and poise – largely because it weighs around 150kg more, I suspect, but it’s a different type of car to them.

Not a track car then?

It’s not that, but having the engine up front pulling, rather than pushing, and the heavy mechanicals (engine and gearbox) sited ahead and behind you, rather than all together, does give the GT R a different feel. What has improved markedly is how harmoniously the front and rear axles work together. They don’t in the GT S, but here the link between the two is more rigid, so what you do at one end – steer or accelerate – has an instant effect at the other as well.

This makes it easy to accurately trim your line through corners and place the car on the road. It’s very accurate and although the usual complaint about absent steering feel holds true, you have confidence in the GT R’s behaviour. The variable rack feels pretty natural to use, not artificially sharp, and the brakes (optional ceramic stoppers with 402mm front and 360mm rear discs) are utterly mighty.

Quick mention for the gearbox, too. I didn’t particularly notice the shorter gearing, but left to its own devices on track it made good decisions. When I did the paddle-pulling myself downshifts seemed slightly more hesitant. You demand them even when you don’t need them, just to hear the revs flare once more.

It’s rampant on a circuit, a proper blood-curdling event of a car. It often seems on the verge of running away with you, but has the manners and talent to rescue itself from every situation. It will understeer if you brake too late, but otherwise the nose is sharp and gives tremendous turn-in (thank the 4ws system for that). Through the higher speed stuff, you do get the sense that the more advanced aero is working hard, too.

You can play with the balance through the middle of the corner and the GT R will be alert and responsive, then – depending on where you’ve got the traction control wound to – you can alter your angle of attack at the exit.

Does that nine position traction system make a difference?

Absolutely. Counter-intuitively you have to have the conventional traction fully disabled via a button on the centre console, and then you use the yellow knob to select just how much margin you want. It’s not really a drift control like Ferrari’s SSC, but instead is designed to improve your trajectory and exit speed. Slacken it off too much and you will get pronounced oversteer (577bhp will have that effect), but there’s a happy point just beyond half way round the dial where you have all four wheels working hard and the car neutral. It’s very satisfying.

So what sort of car is it, road or track?

In essence it’s simply a considerably better AMG GT. Maybe with a touch more track emphasis, but essentially with much better manners everywhere. And yes, that does mean Merc still has room in the GT portfolio for a GT Black Series to go chasing the GT3 RS.

But that’s not for now. As for the GT R, I don’t think there are any drawbacks over a GT S – it’s no less practical or any less refined, the seats are fantastic, the driving position low, snug and secure, it rides markedly better and is more stable and driveable.

It’s hugely amusing – slightly less grown up than an Audi R8 or Porsche 911 Turbo, less professional than a McLaren 570S. A proper charger, confident and proud. It knows how to have a good time, but also how to keep control of itself. It’s probably closest in character to a Corvette Z06. So this is not merely a hardcore version of the AMG GT, but a car with enhanced abilities in all areas. I said earlier that I wasn’t a fan of the AMG GT before. I am now.

Specs

3982cc twin turbo V8, RWD, 577bhp @ 6250rpm, 516lb ft @ 1900-5500rpm, 24.8mpg, 259g/km CO2, 0-62mph in 3.6secs, 198mph, 1555kg, 371bhp/tonne, 47:53 weight distribution, £143,245

 

[Laurent T]

By Autocar. Quite positive too.

What is it?
Here's as sure a sign as you’ll get this side of its new, Formula 1-powered hypercar that Mercedes-Benz in general and its AMG division in particular are getting very serious indeed about their high-performance weaponry. The new Mercedes-AMG GT R may not be the most powerful car in AMG history and even at £143,245, it remains some distance from the most expensive, but for sheer, naked aggression and laser-like focus on the driving experience, it represents a new level for the company.

Think of it relative to a Mercedes-AMG GT S as you might a Porsche 911 GT3 to a 911 GTS. One changed letter, one entirely transformed car.

We’ll start with the body and structure, where carbonfibre construction for the front wings, rear spoiler, torque tube and roof plus some additional underbody bracing make the car both lighter and stiffer. The chassis has wider tracks, coilover suspension units, bespoke spring, damper and anti-roll bar settings, and vastly fatter tyres – the rears are 325/30 ZR20s – not to mention Mercedes’ first use of active rear-wheel steering, programmable nine-stage traction control, optional forged, implausibly lightweight aluminium wheels and colossal (and also optional) carbon-ceramic brakes.

Less has changed under the bonnet, but new turbochargers, a revised compression ratio and fresh mapping still manage to add a further 75bhp to the 4.0-litre V8’s output, to bring the total to 577bhp, with a chunk of additional torque too. The seven-speed dual-clutch automatic gearbox is retained, but with a longer first gear, a shortened seventh and an overall reduction in the final drive ratio.

In aerodynamic terms, an invisible deployable front lip spoiler, a double rear diffuser and an adjustable rear wing not only provide meaningful downforce but, impressively, manage to do so while improving drag.

What's it like?
Not for the first time, the pinnacle product of an AMG supercar line – the one that should have you quaking in your boots – is the one that turns out to be not just the fastest but also, by some margin, the easiest to drive. When the GT S took part in our annual competition to find Britain’s Best Driver's Car in 2015, its edgy handling came as a something of a disappointment.

But just as the Black Series SLS was by some distance the most forgiving SLS, so its AMG GT R descendant has pulled the same trick again. It’s no pussycat and remains more challenging on the limit than a lot of mid-engined exotica such as the Ferrari 488 GTB and McLaren 570S, but the crucial difference with the GT R relative to the GT S is that the effort required to drive it really fast is more than matched by the reward.

And it is really fast. Eye-poppingly so. The response from the tuned V8 is little short of brutal, almost regardless of the revs on the clock, as is the sound. Indeed, one way the GT R can be best enjoyed is to put the transmission into manual, hook a high gear at really low revs and see just how flexible the engine really is and hear just how fabulous its barrel-chested growl is at such revs. Good though the Ferrari and McLaren are, with their flat-plane cranks, they can’t do this.

The GT R's problem is that while Mercedes-AMG has provided it with the iron-fisted body control such a car clearly needs, it has not been able to do so while retaining the at times eerily good ride quality of its mid-engined rivals. AMG proudly states that most of the car’s development has taken place on the Nurburgring and, frankly, that’s how it feels. Even in comfort mode, the suspension was firm enough on the roads of the Algarve to make me wonder how it might fare in the probably more challenging environment back home.

Find a smooth stretch, however, and the GT R proves it has all the grip, the turn-in immediacy and traction of those that put their engine behind the driver. You learn to apply the power earlier and earlier in corners, barely believing how much the rear axle will transmit to the road without complaint.

But for all its extra power and pace, it is its behaviour at track speeds that really sets the GT R apart from lesser GT coupés. You need to dial your brain in to the speed of the steering response – the car would be further improved by a slower rack - to quell the temptation to over-correct each slide, but once you've done so, the car is a joy to drive fast.

All the excesses of the GT S chassis have been trimmed away and discarded. Despite travelling at an altogether different rate, the GT R does less of everything: less understeer on turn-in, less oversteer at the exit and all with far greater progression and accuracy. It will let you clean up your lines with the throttle and, should you so choose, drift cleanly. Mercedes-AMG says it’s not that kind of car but, instead, a precision track tool, and I understand where it’s coming from, but should it ever step out of line even by chance, it’s nice to know you’re not going to be all arms and elbows getting it back.

Should I buy one?
You should drive the GT R on representative roads before you make the decision to buy one. If you can live with a ride that is very firm but not overly harsh, and if you can stomach the price, the rest is all good news. The GT R represents every bit as large a step over the GT S as the £30,000-plus price disparity and its immense specification suggests. And it would have been so easy for Mercedes just to make this car faster; far more impressive is the fact that it’s been made so much better too.

You might prefer to drive a 911 GT3 RS on the track or a McLaren 570S on the road, but if you like the idea of a state-of-the-art sports car but traditionally configured with a thundering V8 at one end and its driven wheels at the other, the GT R will deliver on the promise of its outlandish appearance, and do so in spades.

 

[Merc1]

They must do a roadster version of this. They just have to.

Just gorgeous.


M

 

[martinbo]

^ I love it, I really do... Along with the E63S, two of my favourite Mercs right now. Oh, and I see a number of S Coupes around Joburg lately - that's also most cockstand-worthy - a truly beautiful, beautiful machine.

 

[Laurent T]

Evo review online:

What's it like to drive?
As AMG’s 911 GT3 R you’d expect the R to look the part, but crucially it feels it, too. The manually adjustable seats grip you tight and place you low in the car, but you still get a great view down the sharply sculpted bonnet. Like with all AMGs, the engine starts with a boom, pulses at idle and roars with every prod of the throttle. It’s a loud and extrovert machine.

Our first taste of the car is on the challenging Portimao race track – quite an introduction to a 577bhp near-200mph sports car, yet one that proves the GT R is a car to be enjoyed rather than feared. With Race mode selected and the ESP system active but in its most relaxed setting, you can work the GT R’s throttle hard with confidence. It’s bullet-fast out of the corners and down the straights, aided by a DCT transmission that delivers clean upshifts and snappy downshifts, complete with a fusillade of bangs and crackles through the exhaust.

However, it’s the grip, traction and balance that are truly impressive. The steering weight is moderate, perhaps even a little lighter than you expect, but you have a genuine sense of connection with the the R’s front end. It finds terrific bite but never feels overly responsive, so you can really lean on it. And because there’s absolute unity between the front and rear ends of the car – something the GT S struggles to deliver – you can do so without fear of the tail struggling to cope with the rate of response.

It resists understeer brilliantly in the tighter corners, just pushing as you chase the throttle, but then neutralising as you power from apex to exit. The ESP just nibbles away if you really push things, but it’s not too intrusive. It’s equally adept through medium and high-speed corners, with exceptional grip matched by steadfast stability in direction changes and awkward braking areas where you also need to steer the car.

Subsequent lapping sessions with ESP and traction control fully disabled reveal even greater ability. With the possible exception of the SLS Black Series, AMG products always tend to struggle to deploy all their performance on track. Traction is limited, stability compromised and tyres worked to a frazzle in a handful of laps. The GT R is different. Very different. It finds so much grip on the way into corners and so much drive on the way out that you really can enjoy working it to and beyond its limits, as you would with a 911 GT3. When it eventually slides, it breaks away progressively (despite the considerable speed it's carrying and lateral forces it's generating) and can be held at modest angles that are hugely satisfying while maintaining your corner speed. Where AMGs always have a tendency to feel like blunt instruments on track, the GT R is a precision tool.

Out on the road the GT R feels hardcore. That’s as you’d hope, but it’s a very firm car, even in Comfort mode. On the plus side that means it’s sharp as a flick knife, cutting a clean line through the corners and reveling in rapid direction changes, yet thanks to the rear-steer it always feels more controlled. There’s greater feel and connection, too, so tapping into this dynamism and agility doesn’t feel like a leap of faith. It’s fun and blisteringly fast, but doesn’t rely on pure speed to deliver a memorable driving experience.

The car copes well with compressions, but has a tendency to skip across sharp bumps and crests, especially when you’re accelerating hard. Hit the wrong combination of road imperfections and it feels a bit like a skimming stone. Not crashing from bump to bump, but just struggling for rear wheel travel. You feel it and hear it in the slight rise and fall in the engine note as the rear tyres momentarily fight for traction. On the smoothest sections of fresh Portuguese tarmac the Sport setting is good and delivers really tight body control, but on the whole Comfort is plenty stiff enough. My hunch is the R could struggle for ultimate composure on British roads, but we’ll have to wait until the spring to find out.

 

[donkeykong]

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[portland12345]

Anyone notice in Portugal test for all journalists they fitted it with Pirelli tyres.

Nice trick to make journalist say oh wait a minute this car isn't just for track it can be daily driver too.

And you can see it from the article journalists are all like this is upgraded amg gt s when in reality this car is like 3-4x times changed over compared to standard gt s.


If you went that far to develop just for AMG GT R special cup 2's why not let journalists test them on those tyres.

In sport auto piece they mention several times it will come with michelin pilot cup 2 and pilot cup 2's special edition.

 

[Wolfgang]

^ Wouldn't be surprised to learn these new Michelin OE tires are not available in sufficient quantities yet. The AMG GT R is not scheduled to arrive in the showrooms before March of 2017. In Germany it may already be sold out for 2017 according to MB Passion. Here's some more info on these tires.


Michelin provides custom Pilot Sport Cup 2 tyres as new Mercedes-AMG GT R OE

The new Mercedes AMG GT R 1 will run on custom Michelin Pilot Sport Cup 2 tyres

Michelin will supply custom developed versions of its Pilot Sport Cup 2 tyre as the sole track-focused original equipment fitment on the new Mercedes-AMG GT R. The road-legal asymmetric tyres have a single rubber compound developed in motorsport series such as the World Endurance Championship. It is designed to provide balanced handling, grip and endurance on track, the performance characteristics specified by AMG’s engineers. Different versions of the Pilot Sport Cup 2 have featured as OE on the BMW M4 GTS and the Ford Focus RS in 2016.

The GT R, which is named AMG’s “most advanced road car to date,” challenged Michelin’s engineers to design an ultra-high-performance tyre which offers the highest levels of safety in a variety of road and track conditions while not compromising on tyre life – particularly during circuit use. During the 18-month development process, Michelin said it produced and tested almost 900 prototype tyres and 800 pre-series tyres. Testing was conducted by test drivers and engineers from both companies on a number of circuits, including Nardo, Nurburgring and Michelin’s own Ladoux test tracks near Clermont-Ferrand, France.

In addition to the new mono-compound and asymmetric tread pattern, the Michelin Pilot Sport Cup 2 also incorporates Michelin Motorsport’s Track Variable Contact Patch 3.0; the technology optimises pressure in the tyre’s contact patch so the same amount of rubber is always in contact with the road or track while driving in a straight line or cornering.

As well as the bespoke technical elements used inside the tyre, the Michelin Pilot Sport Cup 2 tyres also use Premium Touch effect in the sidewalls, designed to enhance the look of the tyres and homogenise with the aggressive aesthetic of the car.

The Mercedes-AMG GT R tyre sizes are 275/35 ZR 19 (front) and 325/30 ZR 20 (rear).

http://www.tyrepress.com/2016/12/michelin-provides-custom-pilot-sport-cup-2-tyres-as-new-mercedes-amg-gt-r-oe/

 

[Wolfgang]

MERCEDES-AMG GT R with MICHELIN tires

The Mercedes-AMG GT R, the road version of the GT 3 racing car with 585 hp and rear-wheel drive, comes ex works with ultra-high-performance Michelin Pilot Sport Cup 2 tires in the dimension 275/35 ZR 19 front and 325/30 ZR 20 at the rear. The tire has been designed by Michelin to meet the requirements of the most sporty Mercedes-AMG model.

Michelin uses mono-compound technology

The Pilot Sport Cup 2 tires for the GT R have an optimized profile and asymmetric tread design, along with a single rubber compound developed in motorsport series. This combination according to Michelin, gives optimum balance among handling, grip and endurance on track, as specified by AMG's engineers.

According to Michelin, the challenge was to design an ultra-high-performance tire that offered high levels of safety in a variety of road and track conditions without compromising on tire life. Michelin achieves this in part through "variable contact patch 3.0," a motorsport-developed technology that optimizes pressure in the tire's contact patch.

Development of the tire took 18 months, during which Michelin tested almost 900 prototype tires and 800 pre-series tires. These were extensively tested by both Michelin test drivers and AMG's engineers on circuits in Nardo, Italy and Nurburgring, Germany, as well as Michelin's own Ladoux test tracks near Clermont-Ferrand, France.

More grip on the road - ideal for the AMG GT R with 585 hp

In addition to the new mono-compound and asymmetric tread pattern, the Michelin Pilot Sport Cup 2 also incorporates Michelin Motorsport’s Track Variable Contact Patch 3.0; the technology optimises pressure in the tyre’s contact patch so the same amount of rubber is always in contact with the road or track while driving in a straight line or cornering.

As well as the bespoke technical elements used inside the tyre, the Michelin Pilot Sport Cup 2 tyres also use Premium Touch effect in the sidewalls, designed to enhance the look of the tyres and homogenise with the aggressive aesthetic of the car.

Mercedes-AMG GT R ab Werk mit Michelin Bereifung - Mercedes-Benz Passion Blog / Mercedes Benz, smart, Maybach, AMG

 

[Monster]

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[Monster]

I am a bit concerned with how open and exposed the radiators are on the side intakes, skip to 7:42 of Shmee's video, you can see the cooling fins are quite damaged from road debris.

 

[Soup]

Call me crazy, but is Michelin offering P Zeros too ?