Three months are in the bag for our long term Mercedes-AMG GT S, and we spend our final update mulling time spent with AMG’s performance weapon
|V8, twin-turbo, 3982cc
|503bhp @ 6250rpm
|479lb ft @ 1750-4750rpm
|Kilometres this month:
|Costs this month:
|L/100km this month:
For those of you who haven’t caught our supercar group test yet – shame on you – time for a spoiler. Yes, the ferocity of our long term GT S’ twin-turbo V8 left it in good stead against some stiff opposition, the looks turned more heads than a Trump campaign, and the maniacal manner in which the rear end can snap into oversteer genuinely boggled our collective minds. Even if the Mercedes couldn’t quite match the McLaren 570S – our eventual winner – in terms of precision, it demonstrated beyond doubt that in its efforts to create a 911-rivalling sports coupe with a dash of SLS-esque insanity, job very much done.
There are a couple of things we didn’t mention about our day in the hills with the AMG GT S though. And the first is fuel consumption.
Now, for a 503bhp twin-turbocharged V8, we hadn’t expected miracles (even if a prospective 7.8L/100km was an impressive benchmark). Problem is, you’re unlikely to get anywhere close to that. Given that crankandpiston.com is predominantly a domain for whom the right pedal is a bulls eye, even our best efforts netted only 9L/100km. Indeed, several mountain-side blasts later, fuel levels in the McLaren, Audi and Porsche hovered around the half-distance point. The Mercedes was already into the red…
Sure, the AMG GT S is not the most practical long termer we’ve ever had. My back has now recovered from the stooped manner in which you must enter and exit the GT S, plus shallow door pockets and no rear seats means storage space is limited. The enormous bonnet and limited visibility meant point-and-squirting in traffic was an automotive Russian roulette, and I’m also one of the few members of our team who didn’t particularly get on with the COMAND CENTRE infotainment system (and not just for the infuriating spelling). Why for instance is both a touchscreen AND a rotary dial required to access the slightly convoluted system? And though the V-cluster buttons on that enormous transmission tunnel are a clever nod to the V8 beneath, it’s not the most efficient use of space.
If it sounds like I’m keen to give the AMG GT S a kicking this month, that’s really not my intention. Truth be told I’ve thoroughly enjoyed my intermittent time with a proper, fiery Mercedes-AMG. As a sports car for weekend blasts, its blend of rear-biased aggression and lairy character are spell-binding. And yes, I know that the practicalities of a sports car should be considered with grim jocularity. But I do question whether I personally would choose to live, day-to-day, with an AMG GT S. If that makes me a boring sod then apologies. But having said that, if you’d read our group test, you’d have had fair forewarning.
- Technical specifications available on page 2