The 2016 Mercedes-AMG GT: A New Halo Car With A New Mission

This year, the Mercedes-Benz AMG SLS bows out after five years in the marketplace. We are already grieving the imminent demise of the model that put M-B and AMG on the supercar map. The good news is that Mercedes arranged for a replacement, and it looks like a winner. The 2016 Mercedes-AMG GT becomes only the second model developed entirely in house by the parent company’s performance subsidiary since its alliance with McLaren ended.

With an estimated base MSRP of $130,000 – as opposed to over $210,000 for the SLS – this high-performance follow-up abandons the supercar segment to compete with such less exotic models as the Jaguar F-Type, the Aston-Martin Vantage and the Audi R8. It is intended to cut a broader swath and to become much more than a supercar for the ultra-wealthy.

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Mercedes-Benz is in fact directly targeting the business model exemplified by the Porsche 911 Carrera, and the plan is to sell the GT in various guises by building a comprehensive portfolio with a model for every taste and, of course, every pocketbook. We anticipate an AWD model and an even more affordable 6 cylinder version. The hardtop convertible is an open secret.

A subtler tribute to the 300 SL 

As with the SLS, the shape of the new AMG GT pays tribute to the 300 SL sports racer of the 1950s. The link with its iconic predecessor is more discreet, but can nevertheless be seen in headlights that stretch into the fenders and in the wide oval front grille.

The GT’s lines are generally softer and less hard-edged than those of the SLS. While it retains the roadster proportions, the 2016 AMG GT is much more curvaceous, particularly when viewed from the rear, with its higher beltline and smaller windows. The strongly horizontal taillights are reminiscent of the new S-class coupe. The AMG GT has a retractable spoiler that is fully concealed in the bodywork at rest and deploys gradually at higher speeds. Purists will prefer the larger fixed spoiler that comes with the Edition One version; it does a rather better job of dressing up the rear of the car.

The main disappointment for us is that Mercedes has abandoned the main visual signature of the SLS coupe: the gullwing doors that made it unique. The engineers opted for a more conventional door configuration, in the interests of reduced weight and increased structural rigidity. They might also have mentioned that the benefits include lower cost.

The now-inevitable turbo

The trend these days is to smaller engine capacity and forced induction. The naturally aspirated 6.2 litre V8 that powered the SLS has accordingly been replaced by a completely new 4.0 litre twin-turbo V8 developing 462 hp in standard tune. Those who opt for the GT S will enjoy 510 hp and 479 lb-ft of torque.

A dry sump allows the engine to be placed lower in the chassis, with beneficial effects on the centre of gravity. The pump that circulates the oil is capable of optimum lubrication of all components even when the vehicle is subject to significant lateral forces. Another interesting technical feature is that the two turbochargers are located in the valley between the two rows of cylinders, rather than on the outside. The payoff is a more compact power unit and quicker turbo spool-up.

The conventional doors make it easier to slide into the AMG GT than was the case with the late-lamented SLS, which required some agility in order to straddle the wide door sills. Once seated, the driver finds himself or herself in a cockpit whose materials and components stress the high-performance feeling: steering wheel and other pieces trimmed in Alcantara, body-colour stitching, carbon fibre accents and metal pedals combine to accentuate the sporting character of the vehicle.

The dash is straightforward and the instrumentation is logical. The centre console that separates driver and passenger contains a range of controls to personalize the driving experience. The console is very wide, however, and the ergonomics are less than ideal in some cases: in particular, the gear selector is placed much too far back. The controls for the spoiler and the heated seats are relegated to the overhead console, instead of being grouped with related controls on the centre console. Did they run out of room in the console? On the other hand, the shoulder and head room is generous and rear vision is fairly good, something of a rarity these days in a sporting vehicle.

Split personality

Since it constitutes a bargain by comparison with the preceding SLS, does the GT have the performance chops one would expect? Definitely! Enough to make you quickly forget its more modest origins. At idle, the smaller 4.0 litre V8 purrs in the same way and makes you want to head straight for the highway and hear it snarl.

The AMG GT will assume a range of personalities with driver programs labelled Comfort, Sport and Sport+ that adjust the engine note, transmission settings, throttle response and steering and suspension feel, depending on the sort of driving you want to do. In the flick of a finger it changes from comfortable to primeval, and you can make up your own recipe using the Individual mode, which records your choices. The GT S even adds an exclusive Racing mode that is even more tightly wound!

While it can display perfect manners, this car comes to life as soon as you apply your right foot. The power is instant, and the torque will push you into your seatback. Regardless of speed or accelerator position, the engine never runs out of breath, and never loses the ability to surprise you. The GT S goes from zero to 100 kph in about 3.8 seconds, and the garden-variety GT is only a couple of hundredths behind it.

The car turns in response to finger pressure only, and the lack of weight transfer is impressive. It sticks like glue, aided by a nearly ideal weight distribution: 47% front, 53% rear. It feels much more compact and agile than the SLS, and this is likely its greatest asset. If you push too hard, the rear will start to break away, but the electronic nanny quickly takes over if things become too serious.

Only one transmission is offered: a seven-speed dual-clutch unit. While it behaves like a conventional transmission in normal driving, a selector lets you switch to manual mode and pick your own ratios with two steering-wheel-mounted paddles. Not as much fun as a manual transmission, but admittedly very efficient.

Mercedes-Benz is moving into a completely new segment with the AMG GT, and with a little tightening up here and there, it will likely do very well indeed.