Yahoo Autos Mercedes-AMG GT4: First Track Test
FOLLOWING THE SUCCESS of Mercedes-AMG’s GT3 race car-winner of multiple GT titles and major events like the 24 Hours of Nürburgring-it was only a matter of time before the wizards in Afalterbach created a GT4 car to put more people behind the wheel of their factory-built racers.
This story originally appeared in the May, 2018 issue of R&T - Ed.
Whereas cars built for the FIA’s GT3 class are made largely for pro teams, the Mercedes-AMG GT4 targets everyone from well-heeled track-day enthusiasts to gentlemen drivers and young racers who want to compete in the growing number of series that feature GT4 cars.
The car is engineered, above all, to be safe, easy to drive, and affordable to maintain. It rides on the same basic chassis as the production GT R and has the same 4.0-liter twin-turbo V8, detuned from 577 to 503 hp. In international GT4-class races, Balance of Performance rules may further constrain the engine to around 400 hp. This means it will be minimally stressed in competition and is future-proofed for when permitted outputs inevitably creep up. Consequently, service intervals are quite long, especially for a racing engine.
The GT4’s engine comes from the roadgoing GT R, but the six-speed, pneumatically shifted sequential transaxle comes from the GT3. The six-speed is more expensive than the street car’s dual-clutch unit but has proved reliable in racing-it, too, has impressively long service intervals-and integrates smoothly with the AMG GT4’s electronics system, developed by Mercedes Motorsport.
AMG likewise looked to the GT3 for safety equipment, borrowing its roll cage and DTM-derived, carbon-fiber safety cell. There’s a roof hatch for extricating the driver in emergencies-required in the FIA’s faster classes, but noteworthy here. Inside, the clear and logical layout of controls is pure race car, while the thoughtful execution is pure Mercedes. The production car’s leather, carpet, and most of its dashboard have been stripped away to expose immaculate, painted metal surfaces and a beautiful carbon-fiber center console. Even the fresh-air vent sports a machined-aluminum trim ring.
Once strapped in, the cockpit feels airier than many GT race cars, which can be snake pits of roll-cage tubing, electronics, and plumbing. There are no loose cables or wires, no rattles or squeaks. As with most current factory-built race cars, the GT4’s steering wheel contains frequently used controls (radio, pit-lane speed, neutral gear selector, drink, wipers, turn signals, etc.), and its center console houses additional switches and knobs for functions like ABS and engine mapping. The switchgear actuates with well-damped Mercedes precision.
Exploratory laps on a wet but drying Circuit Paul Ricard quickly revealed that AMG has managed to build a friendly, fast race car. Outward vision is little changed from roadgoing versions of the GT; the long hood and wide haunches magically shrink as familiarity grows. The V8 delivers the linear acceleration we’ve come to love in the GT R, with strong low-end torque and little perceptible turbo lag. The engine’s responsiveness makes it easy to steer the car with your right foot and adjust its cornering attitude with minor throttle inputs. You shift via aluminum steering-wheel paddles (there’s a clutch pedal, but only for starting from a stop). Upshifts are instantaneous, with minimal power interruption. Downshifts call up perfect, rev-matching engine blips.
After a pit stop to mount dry tires, the car’s capabilities became even more apparent. There’s less tire and aero than on the GT3, so the car’s happy to be hustled around, although the extra 200 or so pounds the GT4 carries makes the new car a touch slower to react. Stability under braking is rock-solid, and at no stage of a corner does the car feel unsettled or unpredictable. The suspension, which features race-specific shocks and springs bolted to stock mounting points, is composed and compliant.
A front splitter and rear wing provide enough downforce to keep the car comfortably planted at higher speeds, and add cornering and braking stability, but not so much as to obscure the difference between mechanical and aero grip. You can always feel what the tires are doing underneath you.
An 11-stage traction-control system proves the perfect tool for learning what the car (and driver) can manage at a calculated and progressive rate. The anti-lock brakes are also driver-adjustable. Like the traction control, they can be an aid for novices to build skills as well as a performance tool to help experienced drivers get the most from the car.
All this makes the GT4 easy to simply jump in and drive. You can explore the car’s limits smoothly and methodically or quickly and clumsily; the Mercedes comfortably accommodates either approach. Dial back the traction control with each lap, get on the throttle sooner and more aggressively, hit the brakes deeper in turns. Times drop, confidence rises.
Blending just the right elements of the GT R and GT3, the GT4 deftly delivers a driving experience that’s as approachable as it is potent. It’s a car that cares little about who’s behind the wheel, preferring instead to simply be fast and forgiving for all.
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