Mercedes-AMG GT R

MERCEDES-AMG GT R

Mercedes-AMG GT R - is evil? Damn straight.

If there is one thing not in short supply in AMG, it is trust. Tobias Moers, Mercedes-AMG chairman, and CEO told us unequivocally to compare the current version of the brand of sports cars, GT R, against Porsche 911 GT3 RS. "Our car is fast," he said. And when we asked where such abrupt reply firmly: "everywhere."

Of course, the 4.0-liter GT3 RS is, unfortunately, no longer active concerns: Although a few examples that remain on dealer lots, there is only in the past tense. It is also much less powerful and hundreds of pounds lighter than the GT tracks focused on r. but the difference that doesn't stop it from being one of the best songs ever produced, perhaps even the best. This, then, struggling for words.

Don't confuse GT GT model R S with encouragement that rotates. This is a comprehensive revision to make the car already fast is faster in every way. And it works. The full depth of refinement become apparent in our journey with the five times champion Bernd Schneider DTM around Algarve international circuit near Portimao, Portugal. A strange blend of blind crests, it turns off camber torture and vanishing braking zones, Portimao is not horse racing beginners. But the unconventional technique Schneider's that allows the car to Shine.

Enter the off camber 180-degrees left, it destroys the brake pedal with his left foot. By car will handle view to the plasticity of longitudinal, he cranks the wheel in the effort seems futile to dive toward the Summit. However, somehow, it works. The ABS is working overtime, and with his right leg still, partly to the throttle to increase response, GT R is changed. 

As the Summit approached, Schneider releases the brakes and throttle pin, depending on the traction control advanced GT R to provide torque to the ground. There is no subtlety here. There was consideration given to separate braking and steering input. Instead, it's a full commitment to the reliance on technology. And to do so requires. GT R gives the former. The second is up to you.

Schneider, who steps in to just to keep track of a high level of development in AMG, reveals the level of progress we've never seen in other places. Left foot braking and throttle brake overlapping capabilities baked into GT R powertrain-and-stability control calibration indicate that the team at AMG is not only messing with driving. They're looking for speed, the Convention will be damned.

Revised V-8.

AMG is a longtime supplier of excess horsepower, but its greatest strength is still located in the engine, however, here take the form of a V-8 4.0-liter twin-turbocharged. 577 horsepower and 516 lb-ft of torque, GT R dry-sump engine produces 74 horsepower and 37 lb-ft of torque more than the GT model s. 

Increase, rising from 17.4 12.2 psi, is a big part of the equation. Decrease the compression of 10.5:1 to 9.5:1 helping to accommodate the increase in increase. Two BorgWarner turbos in the Valley of the engine get larger compressor wheels, and cylinder head exhaust Port ground to increase the flow. But the change machine is just the beginning.

The same basic transmission seven-speed dual-clutch automatic used in GT and GT model s. This is a transaxle relatively compact which combines a limited-slip differential is controlled electronically and is located between the rear wheels. However, in GT R, the modified ratio; the higher the gear, the seven shorter, and shorter final drive as well, changing to 3.88:1 versus the GT S 3.67:1 ratio. 

The overall result is a higher gear - his goal is that it can now be used in tight corners - and the short ratio second through seventh. Steal a trick from Porsche, AMG cut fuel delivery while keeping throttles u.s. open to avoid stalling turbos when the driver Lifts off the throttle. Transmission bangs between tooth with zero hesitation and satisfying popping sound on downshifts.

Tech light.

Considerable expenditures made to relieve GT R through advanced materials. However, the addition of proprietary hardware such as moving elements of aerodynamics and steering rear wheel reduces the net reduction of 33 Pounds claimed. GT expects R to hit the scales at about 3650 pounds - not light for a car that is toeing the line with the best of the Weissach. 

It is not a lack of effort. The roof, rear wing (which is adjusted manually), automatic front splitter, rear diffuser, and front Fenders are carbon fiber, like the three braces underbody. Torque tube that connects the engine and transaxle is a one-piece carbon fiber that holds 17.6 pounds over the aluminum parts in the GT s. carbon-ceramic brake rotors (15.8 inches front, rear 14.2 inches) with six-piston front calipers are optional. 

Flaps under the Grill automatically open and close to change cooling and change the profile aero GT R but also add weight, cost, and complexity. Nevertheless, in 124 mph, there are aerodynamic lift or downforce on the front car, and produces 110 pounds of downforce on the rear axle. High-speed stability, which facilitates the task of driving, is the main goal, according to Moers.

Carbon front fenders containing 1.8-inch-wide front while the back enhances 2.3 inches. Forged wheels improve one-inch width relative to the S GT (7 by 10 inches in front, 20 by 12 behind). Confirming your status as a special track of Michelin Pilot Sport 2 tires, the same rubber cups are available in the Chevrolet Corvette Z06, although in both cases the French rubber custom-tuned to its application.

The song itself.

Customization is a key component of the GT R personality. Height-adjustable coil-over springs in every possible angle for the ride-height tweaks and balancing chassis GT R owner should be too ambitious. In the chassis and powertrain, the response can be changed using the five drive modes: individual, leisure, sport, Sport Plus, and races. 

A separate button for shock (two settings), exhaust, manual gearchange lockout, and stability control allows fine-tuning even in a specific mode. The addition of the nine-position button in the center of the dashboard for managing system of traction control is the most important change tunability of the GT and GT model S.

Our hours or more from the seat time is as marred by unfamiliarity with the track like jet lag. Nevertheless, some clear observations. Braking is another world biggest asset GT R. not only the braking but braking while turning techniques Schneider shows and support as the fastest. The addition of a rear wheel steering, working in step with quick-ratio rack in front of the front tires, reducing some of the works back in the time when they need it most - during heavy braking. 

Under 62 mph, turn the rear wheels opposite the fronts, and on top speed, they turn in the same direction. New calibration for electronically controlled differential aids in controlling yaw during heavy braking, and the stability control system online during a slowdown, even when you've turned off it. However, this is not aggressive, buzzkill.

Adjustable traction control, activated by turning off stability control, lack the elegance of other systems. It mitigates undesirable oversteer, but sudden slip angle correction simple sometimes even disrupt the flow of exiting the corner is run properly. We never tried the most annoying setting, however, so a final decision will have to wait. Chevy's performance traction management provides the same control but with a subtle intervention, allowing the tail a little step out before silently staggered back.

GT R going on sale in mid-2017. Thus, the 911 GT3 RS will have receded further into the memory banks, and attention likely to be focused on 2018 ZR1 Corvette Stingray, which currently grows wings on spy photos. It is probably the where Moers should aim his targeting reticles.

GT R would prove itself to be among the world's fastest track car is not really a question. Speed, however, is not the only large size drivers car. Driving the fulfillment is the product of many factors-some real, some not. Controls ranked high on our list, though, and GT R offers the level we do not experience anywhere else. 

The size and weight of the undeniable disadvantage. And the driving position, close to the rear axle, strengthen each degree angle slip, make it feel larger than it actually is. But being big often go hand in hand with being thick, undeniable character traits most special of AMGs.

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