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rear, AMG claims a 0-100km/h improvement of
two-tenths to 3.6sec. Top speed is 318km/h and,
if Moers’ goal is achieved, the GT R should lap
the Nurburgring in 7min 20sec.
The famous German track played a key role
in developing the GT R, hence the Green Hell
Magno paint that pays homage to the iconic
20.8km circuit.
“That time is the aim,” says Moers. “We
haven’t achieved it yet, but we will.”
Awkwardly, that will put the GT R in the same
league as the Nissan GT-R.
If anyone is qualified to gauge the AMG’s
speed potential, though, it’s Moers. He first
started at AMG as an engineer on the original
C36 in the early 1990s, and continues to be
heavily involved in research and development
of new models.
Moers drives every model – even at the
Nurburgring – and constant demands changes
and refinements throughout development. This
can make him frustrating to work for. Ask AMG
employees what they think of Tobias as a boss
and their faces cloud with a mix of trepidation
and admiration, but they all agree his process
produces better road cars.
I get a taste of this fanatical attention to
detail as we slide into the GT R’s cabin. For the
most part the interior is the same as a regular
GT, aside from some yellow detailing and fixed
bucket seats. Then Moers points out a key
difference, placed loud and proud in the centre
of the dash. “This is a traction control switch,”
Moers says proudly, twirling the ominous-
looking knob to the right. It clicks loudly.
“But I’m not happy with the dial itself. I’m going
to change the dial.”
Nicked from the AMG GT GT3 racing car,
the adjustable traction-control system has nine
settings (1 being the strictest, 9 the loosest)
allowing the driver to choose how much slip
they’d like from the rear axle.
“It works, too,” Moers adds. “I tried it at the
’Ring last week.”
One thing that hasn’t changed drastically is
the weight. AMG’s new flagship hits the scales
at 1555kg, making it just 15kg lighter than the
GT S. This isn’t for lack of trying – the GT R
boasts carbonfibre front fenders, a carbonfibre
torque tube (40 percent lighter than the
aluminium one used in the standard GT) and
a magnesium front deck – all of which save
valuable kilos. Even the GT R’s wheels are high-
tech. Moers claims the forged alloys weigh the
same as rims made entirely from carbonfibre.
But while weight has been taken out, it has
also been put back in. “It weighs about the same
as the GT S,” Moers admits. “We’ve added heavy
items like the four-wheel-steering system and
the active aerodynamics.”
So what about price? It’s too early for an
exact number, but Mercedes-Benz Australia
says the GT R will land around $350-400K when
it arrives in July 2017. That will put it firmly
on the shopping list of anyone considering a
911 GT3 RS, yet unlike the Porsche, which is
produced in limited numbers and is completely
sold out, the GT R shouldn’t suffer from supply
issues. AMG will make as many as it can sell.
What isn’t clear from this first static taste is
whether the GT R will match the razor-sharp
Porsche on track. That assessment will have to
wait until we drive it in December.
As Wheels’ exclusive tour winds up, it’s
obvious the GT R is more than merely a variant
of an existing model. It’s a change in direction.
The days of AMG merely producing power-
mad cars that turn rear tyres into smoke are
gone. Affalterbach’s engineers have entered
a new era where advanced technologies are
being harnessed to bend the laws of physics.
Dynamics, not power, is the new priority.
It’s a brave new world for AMG, and the GT R
is just the first step.Model Mercedes-AMG GT R
Engine 3982cc V8 (90°), dohc, 32v, twin-turbo
Max power 430kW @ 6250rpm
Max torque 700Nm @ 1900-5500rpm
Transmission 7-speed dual-clutch
Kerb weight 1555kg
0-100km/h 3.6sec (claimed)
Fuel economy 11.4L/100km
Price $375,000 (estimated)
On sale July 2017