Track Tested: 2015 Mercedes-Benz AMG GT S
There are about seven really strong swear words in the English
language, and 10 turns on the big track at Canadian Tire Motorsports
Park (aka Mosport).
As such, drivers using their new AMG GT S as it was intended, on a famous race-course like this one, will be repeating themselves.
A few reasons for the cussing.
The exhaust note is one. Downshift pre-corner, or hammer the throttle to leave one behind, and the power-dense four-litre, 500 horsepower, twin-turbo V8 positively slathers the cabin with deep, lusty burbles accented by cracks and burps and snaps and pops during upshifts and engagement of the rev-limiter. At times, this thing sounds like the climactic finale to a really kick-ass fireworks show.
A few automakers get, like really get, exhaust notes, and the performance division of Mercedes-Benz, AMG, is one of them.
There’s the acceleration, too. Paddle-activated upshifts occur at eye-blink speeds with explosive sound effects, and no interruption to the ravenous consumption of the tarmac ahead.
Full-throttle thrust is delightfully alarming, enough so that drivers will likely drop sequential expletives into their helmet. The lightning-speed shifts, the 500 horsepower, the nearly-as-much torque, and the slim and trim weight resulting from the GT S’ ‘sports-car-from-the-get-go’ engineering all play a role in the ferocious blasts of speed.
Remember: this car is built, not upgraded, by AMG. By creating performance from the ground up, rather than fitting a barrage of go-fast goodies to a standard car, weight and mass compromises are benched, and things are kept light.
The GT S steers and brakes and slips and slides in response to weight transfer absolutely instantly. The steering is heavy and locked-on, but works with a quick and snappy ratio, so even little inputs make big changes in direction with an eye for communication and a feel for the car’s mass.
All said, the GT S transforms your every miniscule input into a big change to its position, direction and attitude far more directly than you’ll find driving a hopped-up commuter model.
It all happens after a deep step down into the seat, with a flat-bottomed steering wheel between you and a mile of hood up front. Boarding, exiting, and the driving position itself all feel serious, signaling an imminent thrill ride for those accessing an open racing course. Make no mistake: this is a serious hot-rod track-weapon, though you could take it to Costco, or for a weekend road-trip, if you like.
Though hard driving of the GT S is rewarding, it demands your absolute attention and respect. The shocks, stability control, transmission, throttle response and even steering have numerous stages that can be engaged between ‘Sunday Drive’ and ‘Bro, I’m totally gonna spank your Aston Martin around turn 4.’
Still, the underlying chassis is tuned without compromise. It’s tight, taut and twitchy, things happen fast, and the high-precision calibration leaves little room for softness or forgiveness around the edges.
The smoothness required for successful fast laps is the responsibility of the driver here, more than the car. It’s a hardcore setup that can be softened up electronically, a little. But it’s hardcore nonetheless, and even more so in GT S models with the even-stiffer sports package shocks fitted.
Experienced motorsports participants will feel right at home and love the feedback and instantaneousness, while more novice drivers are advised to build their skill and comfort levels before engaging the higher-performance system calibrations.
Driving the AMG GT S is like firing a sniper’s rifle: it’s only as precise as the person at the controls. Once that person relaxes, breathes and builds confidence and trust, combustion can be used to fire metal with impossible precision and speed through the air to its target. Apexes, in this case.
Interestingly, the GT S isn’t a machine that gives you uninhibited access to its full capabilities from the get go. It gets saucy if you push too hard, can frighten at times, and it makes you work to access its limits with comfort.
But, get to know it through some quality time on a hot course, and you’ll be grinning ear to ear, and swearing profusely, with every turn you pick off.
Options are numerous and compelling in world-class performance rocket-rides in the GT S’s neighbourhood, with the less-expensive and more-powerful Jaguar F-Type R coming in closest to the GT S’ hardcore factor, loudness and striking appearance.
There’s the Corvette Stingray, too. At half the price of the GT S, it can be kitted up with a heap of performance add-ons, offers nearly as much power, and puts no shortage of driving thrills in the same performance ballpark on perpetual standby.
It’s great to have options, after all. Should your preference be a purpose-built track-ready two seater that’s big on potency, pedigree, raucousness and hot-rod charm, consider the GT S as a priority test drive.
Units will be available soon, with pricing from about $150,000.
Stay in school, kids.
As such, drivers using their new AMG GT S as it was intended, on a famous race-course like this one, will be repeating themselves.
A few reasons for the cussing.
The exhaust note is one. Downshift pre-corner, or hammer the throttle to leave one behind, and the power-dense four-litre, 500 horsepower, twin-turbo V8 positively slathers the cabin with deep, lusty burbles accented by cracks and burps and snaps and pops during upshifts and engagement of the rev-limiter. At times, this thing sounds like the climactic finale to a really kick-ass fireworks show.
A few automakers get, like really get, exhaust notes, and the performance division of Mercedes-Benz, AMG, is one of them.
There’s the acceleration, too. Paddle-activated upshifts occur at eye-blink speeds with explosive sound effects, and no interruption to the ravenous consumption of the tarmac ahead.
Full-throttle thrust is delightfully alarming, enough so that drivers will likely drop sequential expletives into their helmet. The lightning-speed shifts, the 500 horsepower, the nearly-as-much torque, and the slim and trim weight resulting from the GT S’ ‘sports-car-from-the-get-go’ engineering all play a role in the ferocious blasts of speed.
Remember: this car is built, not upgraded, by AMG. By creating performance from the ground up, rather than fitting a barrage of go-fast goodies to a standard car, weight and mass compromises are benched, and things are kept light.
The GT S steers and brakes and slips and slides in response to weight transfer absolutely instantly. The steering is heavy and locked-on, but works with a quick and snappy ratio, so even little inputs make big changes in direction with an eye for communication and a feel for the car’s mass.
All said, the GT S transforms your every miniscule input into a big change to its position, direction and attitude far more directly than you’ll find driving a hopped-up commuter model.
It all happens after a deep step down into the seat, with a flat-bottomed steering wheel between you and a mile of hood up front. Boarding, exiting, and the driving position itself all feel serious, signaling an imminent thrill ride for those accessing an open racing course. Make no mistake: this is a serious hot-rod track-weapon, though you could take it to Costco, or for a weekend road-trip, if you like.
Though hard driving of the GT S is rewarding, it demands your absolute attention and respect. The shocks, stability control, transmission, throttle response and even steering have numerous stages that can be engaged between ‘Sunday Drive’ and ‘Bro, I’m totally gonna spank your Aston Martin around turn 4.’
Still, the underlying chassis is tuned without compromise. It’s tight, taut and twitchy, things happen fast, and the high-precision calibration leaves little room for softness or forgiveness around the edges.
The smoothness required for successful fast laps is the responsibility of the driver here, more than the car. It’s a hardcore setup that can be softened up electronically, a little. But it’s hardcore nonetheless, and even more so in GT S models with the even-stiffer sports package shocks fitted.
Experienced motorsports participants will feel right at home and love the feedback and instantaneousness, while more novice drivers are advised to build their skill and comfort levels before engaging the higher-performance system calibrations.
Driving the AMG GT S is like firing a sniper’s rifle: it’s only as precise as the person at the controls. Once that person relaxes, breathes and builds confidence and trust, combustion can be used to fire metal with impossible precision and speed through the air to its target. Apexes, in this case.
Interestingly, the GT S isn’t a machine that gives you uninhibited access to its full capabilities from the get go. It gets saucy if you push too hard, can frighten at times, and it makes you work to access its limits with comfort.
But, get to know it through some quality time on a hot course, and you’ll be grinning ear to ear, and swearing profusely, with every turn you pick off.
Options are numerous and compelling in world-class performance rocket-rides in the GT S’s neighbourhood, with the less-expensive and more-powerful Jaguar F-Type R coming in closest to the GT S’ hardcore factor, loudness and striking appearance.
There’s the Corvette Stingray, too. At half the price of the GT S, it can be kitted up with a heap of performance add-ons, offers nearly as much power, and puts no shortage of driving thrills in the same performance ballpark on perpetual standby.
It’s great to have options, after all. Should your preference be a purpose-built track-ready two seater that’s big on potency, pedigree, raucousness and hot-rod charm, consider the GT S as a priority test drive.
Units will be available soon, with pricing from about $150,000.
Stay in school, kids.
