Car and Driver - USA (2020-01)

TESTED BY DAVID BEARD IN CHELSEA, MI 51

Base/As Tested

Dimensions

Wheelbase

L/W/H

Track, F/R

Interior Volume, F/R

Cargo Volume

Powertrain

Engine

Power, hp @ rpm

Torque, lb-ft @ rpm

Redline/Fuel Cutoff

lb per hp

Driveline

Transmission

Driven Wheels

Final-Drive Ratio: 1

Reduction-Gear Ratio: 1

Chassis

Suspension

Brakes

Stability Control

Tires

TEST RESULTS

Acceleration

Rollout, 1 ft

30 mph

60 mph

100 mph

150 mph

1 /4-Mile @ mph

Rolling Start, 5 – 60 mph

Top Gear, 30 – 50 mph

Top Gear, 50 – 70 mph

Top Speed

Chassis

Braking, 70 – 0 mph

100 – 0 mph

Roadholding,

300 – ft Skidpad

Weight

Curb

Distribution, F/R

CG Height

Fuel

Capacity

Rating

EPA Comb/City/Hwy

575-mi Trip

75-mph Hwy

Driving/Range

Sound Level

Idle/Full Throttle

70 – mph Cruise

2020 Mercedes-

AMG GT

$116,895/$131,315

103.5 in

179.4/76.3/50.7 in

66.3/65.0 in

56 /— cu ft

10 cu ft

twin-turbocharged

DOHC 32-valve V-8

243 cu in (3982 cc)

469 @ 6000

465 @ 1900

7000/7000 rpm

7.9

7-speed dual-clutch

automatic

rear

3.67, limited-slip

differential

—

F: control arms, coil springs,

anti-roll bar

R: multilink, coil springs,

anti-roll bar

F: 14.2-in vented, cross-

drilled, grooved disc

R: 14.2-in vented, cross-

drilled, grooved disc

fully defeatable, competition

mode, launch control

Michelin Pilot Super Sport

F: 265/35ZR-19 (98Y) MO

R: 295/30ZR-20 (101Y) MO

0.2 sec

1.6 sec

3.5 sec

8.1 sec

20.8 sec

11.8 sec @ 120

4.0 sec

2.7 sec

2.8 sec

189 mph (gov ltd, mfr’s claim)

156 ft

302 ft

1.06 g

3709 lb

47.8/52.2%

19.0 in

19 .8 gal

91 octane

18/16/22 mpg

16 mpg

24 mpg/470 mi

55/92 dBA

76 dBA

2020 Porsche

911 Carrera S

$ 11 4, 550 /$ 1 22, 540

96.5 in

178.3/72.9/50.8 in

62.6/61.3 in

49/23 cu ft

5 cu ft

twin-turbocharged

DOHC 24-valve flat-6

182 cu in (2981 cc)

443 @ 6500

390 @ 2300

7400/7500 rpm

7. 6

8-speed dual-clutch

automatic

rear

3.39, limited-slip

differential

0.92

F: struts, coil springs,

anti-roll bar

R: multilink, coil springs,

anti-roll bar

F: 13.8-in vented, cross-

drilled disc

R: 13.8-in vented, cross-

drilled disc

fully defeatable, competition

mode, launch control

Pirelli P Zero PZ4

F: 245/35ZR-20 (91Y) NA1

R: 305/30ZR-21 (100Y) NA1

0.2 sec

1.1 sec

2 .9 sec

7 .2 sec

17 .7 sec

11.2 sec @ 125

3 .9 sec

2 .2 sec

2 .7 sec

191 mph (drag ltd, mfr’s claim)

141 ft

273 ft

1.09 g

3379 lb

36.4/63.6%

18 .5 in

16.9 gal

93 octane

20 / 18 /24 mpg

20 mpg

30 mpg/ 500 mi

52 /94 dBA

75 dBA

response to the question you’re surely
asking: Where the hell is the 2020 Chev-
rolet Corvette? The short answer is that
the new Corvette is on page 28 of this
very issue as part of our 10Best cover-
NTRAURYR`½V]]N[aN[dRVaUNa there will be all manner of Corvette stories in the future, including compar- ison tests. There will be so many, in fact, that you will begin asking why all stories have to have a Corvette in them. 3\_ [\d dR Zba ¼a_a aURR two contenders in what might be called the everyday-supercar class. The cars we’ve gathered here, the new-gener- ation Porsche 911 Carrera S and the familiar Mercedes-AMG GT, straddle the divide between day-to-day commut- ing comfort and back-road friskiness. Both carry prices that blast through the $100,000 mark by a considerable margin, making them ineligible for 10Best competition and perhaps a little too dear for head-to-head competition dVaUaUR¼cR¼Tb_R0\_cRaaR Even at an as-tested price of $122,540, the 992-generation Carrera S is the less expensive of the two. And our test car is a relative stripper (not a stripper relative). Porsche has a pan- oply of options to boost that price, if you’d like. But no matter how much you spend on a Carrera S, you still get the same rear-mounted 4 43-hp t win-turbo- PUN_TRQ  YVaR_½NaVe\S\baR`aPN
A seven-speed manual version is now
available but wasn’t in time for this test,
so our car came with Porsche’s eight-
speed dual-clutch automatic. This 911
is equipped as we might spec our own
personal Carrera S—just the perform-
ance-enhancing options, thank you.
Rear-wheel steering adds $2090 to the
bill. The Sport package, which includes
aUR@]_a0U[\]NPXN[QN`aVßRb-
pension tune, boosts the price by $5460.
And $4 40 goes toward Sport Seats Plus,
which still have manual fore-aft adjust-
ment. That’s it.
The Mercedes-AMG GT is the model
line’s base car. It starts at $116,895
and pumps 469 horsepower out of its
twin-turbocharged 4 .0 -liter V-8. But
our lavishly optioned test car rang the
register at $131,315. It’s the company’s
third go this century at a long-nose,
two-seat V-8-powered sports car that
puts the driver on the rear axle, after
that Las Vegas of supercars, the SLR
McLaren, and the gullwing-doored SLS.