Mercedes-AMG GT S vs. Porsche 911 GTS along with Jaguar F-Type R – comparison
The Mercedes-AMG GT costs £122,750 in in which Edition 1 form
The Mercedes-AMG GT is usually a loud, dramatic coupé tied to an old-school ethic – we pit in which against two tough rivals
Wales. Obviously. When you’ve two days using a car along with you want to get the best out of in which, you want as many great roads along with, ideally, a race circuit or test track in as compact an area as possible. along with because roads take precedence over circuits with road cars, even fast ones like these, Wales in which is usually.
Fast ones. Yes. Here’s the Mercedes-AMG GT sports car, the replacement, of a fashion, for the SLS supercar. The GT uses a similar aluminium platform to in which of the SLS, AMG’s first truly home-grown sports car, however in which is usually cheaper, smaller along with less powerful than the SLS.
in which’s still plenty powerful enough, mind. inside the S specification in which is usually the first of two flavours to arrive, its brand new 4.0-litre twin-turbocharged V8 engine has 503bhp, which is usually sufficient for any road in motordom. inside the Edition 1 form you see here, in which costs £122,750, however in which’s only aerodynamic addenda, different seats along with some colour details away coming from the £110,495 regular S, which, for all mechanical purposes, you may assume in which to be.
We’ve already tried in which on its tod, abroad. Today, we’ll put in which against some rivals, along with what they are along with where they sit shows you just how carefully pitched the GT is usually in S form, where in which sits delicately above most Porsche 911s along with carefully below Aston Martins.
The GT isn’t a GT3-alike, so we can discount in which along with instead look to the pinnacle of the regular 911 line-up inside the shape of the 911 GTS, a £91,098 development of the 3.8-litre Carrera S coupé. in which develops ‘only’ 424bhp so, in truth, could be a better fit against the regular 456bhp GT however they don’t arrive for months along using a lack of power has never held a 911 back before.
Aston Martin couldn’t rustle us up a Vantage at short notice so instead we opted for what is usually, traditionally, the cheaper alternative coming from down the road. I suspect in which’s just fine: Jaguar’s F-Type in R form is usually mechanically a terrific match for the GT. With 542bhp, in which has the equal along with more of the AMG, which in which puts to the rear wheels via an eight-speed conventional automatic gearbox.
In our experience – along with because in which Jaguar is usually our long-term test car, we have lots of experience in in which – in which’s a front-engine, rear-drive coupé hot rod in which’s slightly coming from the old school. The 911, as you’ll know, isn’t a hot rod at all. The Mercedes, drives overseas have suggested, is usually somewhere between the two. Which, I think, sets things up rather nicely.
On first acquaintance, though, there is usually – to anyone who knows an SLS well – a certain familiarity to the GT. Oh, its doors open normally enough along with in which’s more compact than the SLS, however as you slot yourself into its beautifully finished Internal, there are reminders of the kind of car in which is usually. The central tunnel is usually vast – because the sills are narrow enough to make ingress along with egress simple along with the tunnel’s girth adds valuable rigidity to the chassis.
So two people are seated far apart, producing the GT feel every millimetre of its 1939mm width – almost 100mm more than a 911. You’re seated in front of its compact hatch’s relatively accommodating boot, with the impression in which the 20in wheels (the standard car has 19s all round; the S gets upsized rears only) are only a few inches behind you.
in which dry-sumped 4.0-litre V8, whose turbos nestle between the two banks of cylinders, drives the rear wheels through a seven-speed dual-clutch automatic transaxle gearbox in which gives the AMG a slight rearward weight bias – only 48% front, 52% rear, however in which will be worth remembering when in which later comes to considering its handling balance.
First, though, a road drive. along with the engine. Gosh, the Mercedes-AMG GT has an engine. Adopting turbochargers has apparently done nothing to mute the sound of the GT’s V8, which erupts with the kind of yelp in which wouldn’t disappoint if the engine were twice the capacity.
Suitably enriched by in which, you toddle off. Immediately the GT feels wide, along with immediately its steering feels light. Too light? Perhaps. in which’s quick to change direction although in which stops just short of the nervousness in which afflicted the SLS’s rim.
Its weight is usually also unadjustable, which makes in which a rarity when you peruse the buttons on the transmission tunnel – or scroll through the drive modes on the rotary controller – which put the suspension, engine response, stability control along with gearshift through various stages of angry.
Best to go with ‘slightly miffed’ for all of them on a decent back road, where the ride is usually controlled, the Centeng movements held in fine check along with the controls responsive. The fun, though, even at upper-middling speeds, comes coming from the noise, the visuals along with the event, rather than any visceral engineering feedback. A Toyota GT86 could be more engaging along with give more back through its steering here, however AMG’s take on a front-engined, rear-drive coupé is usually out to impress in some other ways.
Not in which in which’s necessarily a bad thing. Jaguar’s F-Type R Coupé comes coming from the same school, along with we like in which very much. in which, too, erupts using a strong bark on start-up – a sharper, edgier one. however what in which can’t match is usually the Internal feel along with finish of the Mercedes. in which’s designed neatly enough, however the AMG is usually a class apart again. Given the Jaguar’s £85,010 cost, along with the range’s starting point tens of thousands of pounds below in which, you can excuse in which.
What you don’t have to make excuses for is usually the way in which goes down the road. using a supercharger rather than turbos on its 5.0-litre rather than 4.0-litre V8, the F-Type is usually urgent at any speed. in which’s ridiculously rapid along with snapping in response to the slightest prod of the right pedal.
Yes, the AMG makes 479lb ft coming from 1750rpm along with the Jaguar’s 502lb ft doesn’t make a full appearance until 3500rpm, however such is usually the whip-crack response of the Jaguar V8 in which in which feels more alive. in which’s also unhampered by having a conventional automatic gearbox, because the eight-speed ZF unit locks so quickly once under way along with coming from in which point onwards in which’s as impressive as almost any transmission you care to mention.
The Jaguar also feels lively, though. in which steers with more weight along with no less precision than the GT, although in which feels a heavier car overall. The official stats say there is usually 5kg in in which, at 1645kg for the GT along with 1650kg for the F-Type, however the difference feels more marked. Perhaps in which’s just the steering weight.
Certainly, the Jaguar feels hardly any less keen to change direction, either on turn-in or, most notably still, on corner exit, where its rear tyres are keen to pitch in at any given opportunity.
Traction is usually not an F-Type strong point. Hilarious? Yes. Full of finesse? No. however in which’s no great problem on the road, because Centeng movements are limited, the steering gives back what you need along with, like the GT, there is usually crackle along with theatre to absorb along with engage you. Less so than inside the GT, however ultimately in which’s just as adept. Both of their tailors, though, use similar cloth.
Which brings us to the 911 GTS, whose outfitter has been using a unique cut since 1963, to some effect. in which’s why in which has the smallest engine, with the least power, along with is usually the narrowest along with the lightest car here, yet in which is usually the only one in which offers +2 rear seats along with will surprise nobody should in which walk away with the gong at the end of in which comparison test. Porsche 911s have been doing thus since time immemorial.
Film premier show along with glitz, though, are not high on its list. The Internal feels premium rather than luxurious along with is usually finished functionally, not flamboyantly. in which’s okay: the infotainment system has the measure of the Jaguar’s, if not the Mercedes-AMG’s, along with there is usually little to fault ergonomically. Just don’t expect drama. At least, not without working for in which.
The flat six is usually smooth along with the only engine here in which does without forced aspiration. If you want your 424bhp, you’ll have to reach to 7500rpm. Even obtaining the mere (by these standards) 325lb ft you’ll have to take the engine to 5750rpm.
along with you know what? Neither is usually the remotest hardship. coming from the moment the 911 turns a wheel, you are reminded of what a fabulously tuned, honed, at once familiar along with yet still enthralling ‘hello, old friend’ experience in which 911 is usually. Its lightly loaded front end allows the steering’s assistance to be knocked right back, so in which has confident weight, excellent road feel along with all the precision you could ask for.
The seven-speed PDK dual-clutch automatic transmission of our GTS test car is usually the equal of the Mercedes’ unit, along with sharper, if less smooth, than the Jaguar’s. along with the engine, for all its modesty at low revs, is usually the only one here whose response is usually always, at all revs, perfectly linear along with perfectly predictable. along with if you think in which’s not quite boisterous enough, just wait until you give in which its all.
in which’s also something – because of the relative lack of power, I suppose – you can do more of, more often, inside the Porsche. inside the two front-engined coupés, you can surf their torque to make not bad road progress. The 911 is usually happier inside the mid-range: 3500rpm in fourth gear gives you 65mph along with excellent response, along with coming from where a downshift or two under braking gives you the perfect revs for the job.
in which the 911 incorporates a mechanical limited-slip differential (the some other pair’s are electronically controlled, for more refinement) along using a 42/58 front-to-rear weight bias mean in which in which feels like its nose will push on slightly, however in which’s just a 911 characteristic, as is usually the exemplary Centeng tightness, deft ride along using a feeling in which Porsche is usually happy to present you with the engineering in all its rawness – no frills, no glitter – along with say: “Go on, have a feel of in which”.
On a circuit, in which’s an impression in which is usually only reinforced. The F-Type does what we know the F-Type does: smoke its tyres for England, entertain along with impress, with no great composure while in which’s doing in which. in which’s hilarious along with, given the unlikelihood of seeing an F-Type on a track day,no great pity.
The GT, though, I had hoped for a little more coming from. however in which’s not something you could feel if you just had a GT on circuit. The problem is usually the competition.
With the GT’s dampers in their tightest mode, ultimately its Centeng control lacks in which last degree of composure, compared with you-know-what. in which’s fine on its own, as is usually the general handling balance; mostly neutral however with oversteer on tap. Although power is usually provided by an engine whose turbo lag is usually miminal, along with although the steering feels fairly natural if you drive the GT in isolation, in which was not a luxury we afforded the Mercedes-AMG.
No. We pitched in which against the best of the conventional, non-GT Porsche range, along with the 911 is usually sensational. Its steering is usually divine for an electric set-up, its handling balance strong; frequently rear biased in high-speed corners, however so easily controlled when in which breaks traction along with begins sliding in which you wonder why everyone doesn’t put an engine back there. along with although in which gives away the last bit of straight-line speed to the Mercedes-AMG, you along with I know in which, to the likes of us, in which doesn’t matter a bit. The Porsche is usually unbeatable.
Not in which in which means you shouldn’t buy a Mercedes-AMG GT. There are not bad reasons to want one, which is usually why in which has an 18-month waiting list in which I don’t see becoming smaller any time soon. in which makes a noise to die for, in which impresses in many ways in which in which ought to along with, if you were buying a car of in which type to use daily, sensibly along with to be seen in, its rewards along with attractions are immediate along with obvious.
To in which extent, in which out-F-Types the F-Type. All of our testers liked in which car a great deal. however if you like your sports car to be a sports car, there remains only one choice.
Porsche 911 GTS
cost £91,098; 0-62mph 4.4 seconds; Top speed 190mph; Economy 37.7mpg; CO2 / tax band 223g/km / 35%; Kerb weight 1490kg; Engine 6 cyls horizontally opposed, 3800cc, petrol; Power 424bhp at 7500rpm; Torque 325lb ft at 5750rpm; Gearbox 7-spd dual-clutch auto
Mercedes-AMG GT S Edition 1
cost £122,750; 0-62mph 3.8 seconds; Top speed 193mph; Economy 30.1mpg; CO2 / tax band 219g/km / 35%; Kerb weight 1645kg; Engine V8, 3982cc, twin-turbo, petrol; Power 503bhp at 6250rpm; Torque 479lb ft at 1750-4750rpm; Gearbox 7-spd dual-clutch auto
Jaguar F-type R Coupé
cost £85,010; 0-62mph 4.2 seconds; Top speed 186mph; Economy 25.4mpg; CO2 / tax band 259g/km / 35%; Kerb weight 1650kg; Engine V8, 5000cc, supercharged, petrol; Power 542bhp at 6500rpm; Torque 502lb ft at 3500rpm; Gearbox 8-spd auto
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