Jaguar F-Type VS Mercedes-Benz AMG GT
Jaguar F-Type
Likes
- Tarmac-tearing performance
- Surprising comfort
- Just look at it
Dislikes
- Thirsty
- Short on active safety tech
- Tight entry/egress
Mercedes-Benz AMG GT
Likes
- Superb dynamics
- Sexy looks
- Fast
Dislikes
- Small boot
- Short warranty
- Getting out on your hands and knees
Summary
Jaguar F-Type
After a long gestation period where a variety of Jaguar corporate overlords toyed with the idea of a successor to the all-time iconic E-Type, the F-Type finally emerged in late 2013 to a global intake of breath.
It managed to capture just the right amount of Jag heritage, folded into a high-tech package, with a simple choice of supercharged V6 and V8 engines, housed in a supremely sleek convertible body.
Over time the formula has become more complex, with the arrival of a coupe version, powerhouse R and full-fat SVR variants, special editions including the exotic Project 7, and more recently, 2.0-litre, turbo four-cylinder models to make this stunning two-seater more accessible.
A late 2019 update added some extra catnip, including a redesigned nose and this is the flagship F-Type R, complete with supercharged V8 power and performance-focused underpinnings. Time to dive into this latest chapter of the Jaguar F-Type story.
| Safety rating | |
|---|---|
| Engine Type | 5.0L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 11.3L/100km |
| Seating | 2 seats |
Mercedes-Benz AMG GT
"A racing car with street legal approval". Those are the words Mercedes-AMG uses to describe its GT R Coupe.
And even though I'm a forty-something, professional motoring journalist who's well aware of marketing speak when he reads it, the 15-year old in me was jumping around whooping and shouting: "Key! Gimme key to race car" at the launch of the updated Mercedes-AMG GT coupe which also included time in the more sedate GT C.
Well, that's like calling a Tiger Shark more sedate than a Great White, because the GT C still packs more than 400kW (550hp).
As will be the case with most buyers, my time in the Mercedes-AMG GT was spent entirely on the road, the closest we came to a racetrack was driving through Kilmore, and that one was for horses.
This was perfectly fine because you'll want to know just what these beasts are like to pilot on regular roads... roads where surfaces are far from perfect and the posted limits are hundreds of kilometres below the top speeds of these cars.
| Safety rating | |
|---|---|
| Engine Type | 4.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 11.4L/100km |
| Seating | 2 seats |
Verdict
Jaguar F-Type8/10
The Jaguar F-Type R is as fast and capable as it is beautiful. Although it's a little thirsty and comes up short on active safety, it's technically outstanding, delivering a stunning mix of performance, dynamics, and comfort.
Mercedes-Benz AMG GT8.1/10
The AMG GT is better than a race car for the road because it offers all the comfort and luxury that is completely absent in a track car, yet retains superb dynamic ability – particularly the GT R.
As for the sweet spot, that's easy. The C Coupe offers the best of the S and R from a comfort and handling perspective, while being super quick for less money that the top grade R.
If you could have any of them, which Mercedes-AMG GT in the line-up would you pick? Tell us what you think in the comments below.
Design
Jaguar F-Type9/10
Although it kicked off as a roadster, a coupe version of the F-Type was always part of the plan. In fact, Jaguar's C-X16 concept, that in 2011 previewed the eventual production car, was a hardtop.
Following the Coupe's public reveal at the 2013 Los Angeles motor show, I asked Jaguar's then head of design, Ian Callum, if the bean counters had vetoed the concept's ultra-cool side-opening hatch door; one of many styling hat tips to the E-Type. His response was a wry smile and slow nod of the head.
It's a shame that door didn't make it to the showroom floor, but the E-Type is still a strong design influence on its successor.
At close to 4.5m long, around 1.9m wide, and a fraction over 1.3m tall, the F-Type R looks more compact in the metal than it does in photographs, arguably the hallmark of a successful sports car design.
A long, flowing (front-hinged) bonnet (Jaguar calls its shape 'liquid metal' sculpture) projects forward from a rear-set cabin, with broad but tightly wrapped haunches behind it. The 20-inch, 10-spoke rims (in 'Gloss Black' with diamond-turned finish) fill the wheel arches perfectly.
I'm a huge fan of the tail-light cluster design, subtly reprofiled in the late 2019 update, which echoes the shape of the Series 1 E-Type and other classic Jags, but found it harder to warm to the outgoing F-Type's squarish headlight treatment.
Always a subjective call, but to my eyes this car's slimmer, more feline (LED) eyes and ever-so-slightly larger grille deliver a better front to rear balance. And slender, flush-fitting pop-out exterior door handles remain sub-zero cool.
Our 'Santorini Black' test car had been optioned with the 'Exterior Black Design Pack' ($1820) for an extra hint of menace. It applies body-colour to the front splitter, side sills, and rear diffuser, at the same time blacking out the grille surround, side vents, side window surrounds, rear valance, Jaguar script, F-Type badge and 'Leaper' emblem.
Jaguar describes this two-seater as a '1+1', confirming the F-Type's focus on the driver, and our test car's tan leather interior emphasises the fact.
Tan dash on the passenger side, complete with flying buttress-style grab handle for extra support when g-force starts to build. Contrasted by all black and all business on the driver's side.
A broad centre stack houses the 10-inch multimedia touchscreen, with easy-to-use dials for the climate control system below. And the 12.3-inch reconfigurable hi-def instrument cluster (with graphics unique to the F-type) is a model of clarity and simplicity.
The latter offers a choice of display themes, including full nav map, but the default mode highlights a large central tachometer. Nice.
An impressive design feature carried over from the previous model is deployable front air vents. The dashtop remains flat until a given climate control temperature setting causes an upper section, housing a pair of adjustable vents, to gently rise. Very cool (no pun intended).
Mercedes-Benz AMG GT10/10
There is nothing not interesting about the design of the AMG GT with its long bonnet and low, wide stance. The look is not as dramatic as the SLS AMG, which went into retirement five years ago, nor does it have that supercar's 'gullwing' doors. But there's a clear family resemblance to it and also the iconic 300SL beauty from 1954.
If anything, the AMG GT is a meaner and sharper looking beastie, but still dripping in exotic styling with the hungry looking 'Panamericana' grille flanked by hornet eye headlights and enormous wheel guards that push up into the bonnet to form pontoons over which the driver peers.
It's hard to tell from the images if the AMG GT is big or small, but the dimensions don't lie. The AMG GT is 4551mm end-to-end, 2007mm wide for the GT R and GT C but 1939mm for the GT S (and between 1260mm and 1288mm tall depending on the grade, making it fairly long, wide and short in stature.
There are three grades to choose from - the GTS, GT C and GT R – which all come as coupes, while only the GTC is available as a soft-top roadster, as well.
I can't think of a convertible which doesn't look better with the roof down than with it up and the GT C is no exception to this rule. The open top suits this cruiser's look perfectly.
Telling the three grades apart is easy if you know what to look for: the GT S is a 'narrow body', the GT C has wider rear guards and the GT R has wide rear and front guards.
From behind there's a smoother rear treatment to the S with no wide black vent between the tail-lights, while the GT C has vents behind the rear wheels and the GT R has the most aggro look with the giant diffuser and a central tailpipe.
Exterior styling has stayed the same save for the new LED headlights, wheels and paint colours, but it's the cabin where most of the design changes have taken place.
There's the new steering wheel with drive mode dials and a redesigned centre console with buttons configured in a V-shape which according to Mercedes-AMG is a nod to the V8 engine.
I'm not convinced by the restyling of the console, which didn't suit me ergonomically. It seems to centre around the two cupholders, places the shifter awkwardly rearwards of the media controller and puts the traction control button directly under the driver's elbow. The black piano plastic in the GT R also became smudged with fingerprints quickly.
Practicality
Jaguar F-Type7/10
If you're intending to daily drive your F-Type R, make sure your yoga fees are up to date, because entry and egress are for the fleet of foot and flexible of limb.
Once inside, though, within the bounds of its two-door coupe format, the F-Type offers an array of storage options, including a decent glove box, centre storage box/armrest, small door bins, a netted pocket on the top of the bulkhead between the seats, and a pair of console cupholders.
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Power and connectivity runs to a 12V socket in the dash, with another in the central storage bin, alongside two USB-A ports, and a micro SIM slot.
Notwithstanding the (alloy) space saver plonked on the boot floor, the F-Type Coupe delivers worthwhile cargo space, with 310 litres on offer, rising to 408 with the load cover removed.
That's enough to swallow small (36-litre) and large (95-litre) suitcases together, and there are two (nicely chromed) tie-down anchor, as well as elasticised retaining straps at either end of a small ledge on the bulkhead.
Mercedes-Benz AMG GT6/10
All AMG GT Coupes and Roadsters have two doors and two seats. If you need seating for more there's the AMG GT 4-door which can fit five adults (well, four comfortably) and competes with the Porsche Panamera.
So, if it's just you and a significant other you'll be happy to know the AMG GT cockpit is spacious and even at 191cm tall and with the same wingspan I had more than enough head, shoulder, elbow and legroom.
Cabin storage is limited to a pair of cupholders, a small centre console bin and door pockets just wide enough for a small bottle of water.
Boot space in the Coupe is 175 litres and 165 litres in the Roadster. That was just enough room for the two airline overhead luggage-sized wheelie bags belonging to myself and co-pilot.
As for charging and power on board there are three USB ports and one 12-volt outlet.
Price and features
Jaguar F-Type8/10
It's hard to pin down direct competitors for the $262,936 F-Type R, except one; Porsche's 911 Carrera S, a clear price and performance rival at $274,000.
With a 3.0-litre, twin-turbo 'flat' six producing 331kW/530Nm the 911 is capable of accelerating from 0-100km/h in just 3.7sec, which (surprise, surprise) exactly matches the Jag's claimed performance number.
Cast the net a little wider and you'll snag the likes of Nissan's GT-R Track Edition on the low side ($235,000), and the Mercedes-Benz S 560 Coupe ($326,635) for around $50K above the F-Type's asking price. So, the standard features list needs to be impressive, and long story short, it is.
Drilling down to the depths of detail on this car's equipment spec would need a review of its own, so here's the highlights package.
The 10-inch 'Touch Pro' multimedia screen manages a 380-watt Meridian audio system featuring 10 speakers (including subwoofer), digital radio, dynamic volume control and a 10-channel amp, as well as Apple CarPlay, Android Auto, and Bluetooth connectivity.
It's also the gateway to the car's configurable dynamic set-up, 'Navigation Pro', phone connection, ambient lighting, reversing camera, and a lot more.
Full-grain 'Windsor' leather is applied to the 12-way, electrically-adjustable (plus memory) performance seats. There's also a 12.3-inch customisable digital instrument cluster, cruise control (and speed limiter), keyless entry and start, auto rain-sensing wipers, auto-dimming and power folding heated door mirrors (with memory), a switchable active exhaust, LED headlights, DRLs and tail-lights, as well as an electrically adjustable steering column (with memory), climate control, powered boot lid, 20-inch alloy wheels, racy red brake calipers, and specific 'R' branding on the leather-trimmed sports steering wheel, door tread plates, and centre console.
Mercedes-Benz AMG GT8/10
The entry point into the three model range is the GT S Coupe with its $311,142 list price.
Stepping up to the GT C will cost $329,843 for the Coupe and $355,242 for the Roadster, while the GT R king of the castle commands a list price of $361,042.
Standard features on the S include nappa leather upholstery, heated and power-adjustable seats, AMG Performance steering wheel, panoramic sunroof, 10-speaker Burmester sound system, a 10.25-inch touchscreen with sat nav, Apple CarPlay and Android Auto, 'Mercedes Me' connect system, a 12.3-inch virtual instrument cluster, LED headlights, plus alloy wheels (staggered 19-inch at the front and 20-inch at the rear) with a matt black finish.
You'll see all these S features on the GT C along with more in the form of AMG Performance seats, AMG Performance steering wheel clad in 'Dinamica' microfibre, heated and ventilated seats and staggered 19-/20-inch alloys in titanium grey.
The GT C Roadster has identical features but adds a neck heater, which works surprisingly well.
The GT R comes with the GT C's features and brings its own in the form of the AMG 'Interior Night' package, a carbon-fibre roof, static rear wing and yellow brake calipers.
Porsche's 911 GT3 is a good rival for the AMG GT R, but undercuts it by about $35K, while a Jaguar F-Type SVR is $297,242 and Audi's R8 tops out at $425,500 for the Spyder.
So, is the AMG GT good value? Sure is, when you consider what you're getting relative to what the competitors are offering.
Under the bonnet
Jaguar F-Type9/10
The F-Type R is powered by Jaguar's all-alloy (AJ133) 5.0-litre supercharged V8 engine, featuring direct-injection, variable (intake) cam timing, and an Eaton (Roots-type) blower to produce 423kW (567hp) at 6500rpm, and 700Nm from 3500-5000rpm.
Drive goes to all four wheels via an eight-speed 'Quickshift' automatic transmission and Jaguar's own adaptive AWD system with 'Intelligent Driveline Dynamics' (IDD).
The AWD system is based on an electro-hydraulic multi-plate (wet) clutch, controlled by a centrifugal electro-hydraulic actuator. Default front/rear drive balance is 10/90, although Jaguar claims even a full shift of power from 100 per cent rear to 100 per cent front takes just 165 milliseconds.
The IDD system continuously monitors each wheel's speed and traction, suspension compression, steering angle and braking force, as well as the car's rotational state.
It then uses an algorithm to determine which wheel(s) are likely to lose traction, and before grip is lost, transfer drive to the wheels that can make best use of it.
Mercedes-Benz AMG GT9/10
All AMG GTs have a 4.0-litre twin-turbo V8 with three states of tune: in the S it makes 384kW/670Nm; in the C it produces 410kW/680Nm; while the output in R is 430kW/700Nm.
A seven-speed dual-clutch automatic transmission is used in all three grades.
All three grades have top speeds of more than 300km/h (318 in the R Coupe; 317km/h in the C Coupe; 316km/h in the C Roadster and 310km/h in the S Coupe) and 0-100km/h times of less than four seconds (R -3.6s, C - 3.7s, S - 3.8s).
Before you start wondering why the R costs $30K more to go one kilometre per hour faster than the C we need to talk about the hardware under the cars that makes the top-grade AMG GT worth the extra money in the section below.
Efficiency
Jaguar F-Type7/10
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.3L/100km, the F-Type R emitting 269g/km of CO2 in the process.
Despite the standard auto stop/start function, over close to 350km of city, suburban, and freeway running we recorded a (dash-indicated) average of 16.1L/100km.
That's a solid drinking habit, but it kind of goes with this performance territory, and we did lean into the throttle on a regular basis.
Recommended fuel is 95 RON premium unleaded, and you'll need 70 litres of it to fill the tank. That equates to a range of 619km in line with the factory claim, and 434km using our real-world number as a guide.
Mercedes-Benz AMG GT7/10
This might surprise you, but the official combined fuel consumption of the AMG GT S is 9.5L/100km, while the GT R's is 11.4L/100km, and the GT C's is 11.5L/100km.
The best combination of driving over motorways and country roads for me on this launch was in the GT R, and after a couple of hundred kilometres the trip computer told me the car was using an average of 12.9L/100km.
Driving
Jaguar F-Type9/10
Yep, no surprise, the 2021 Jaguar F-Type R is a proper, rip-snorting, beast of a machine. Weighing in at just over 1.7 tonnes, with 423kW/700Nm to propel it forward, in terms of straight line acceleration, it's every bit the scalded cat.
Bury the right foot and it will storm from 0-100km/h in just 3.7 seconds, with furious aural accompaniment courtesy of the 4.0-litre supercharged V8 and sports exhaust system. Electrically-actuated bypass valves in the latter's rear silencer remain closed until they automatically open under load, and boy, do they open up.
Prospective F-Type R owners wishing to remain on good terms with their neighbours will be pleased to know there's a 'Quiet Start function', but once you're a few blocks clear the engine is capable of alerting the entire suburb to you presence, complete with raucous crackles and pops on the overrun.
All 700Nm of maximum torque is available from 3500rpm through to 5000rpm, and mid-range thrust is ferocious. If you have access to a long enough private road Jaguar claims this car will storm on to a (electronically-limited!) maximum velocity of 300km/h.
The eight-speed auto transmission has picked up several tweaks courtesy of the XE-based SV Project 8, and it's brilliant. A conventional torque-converter based unit, rather than a dual-clutch, it's dubbed 'Quickshift', and that it does. Manual flicks between ratios, using the wheel-mounted paddles, are rapid and positive.
Head for your favourite B-road, and it's the F-Type R's ability to put every bit of its power down, without fuss, that impresses next. Push into a series of tight corners and the car grips, settles, and simply surges from one bend to the next, the tricky AWD system seamlessly shuffling torque between the axles and individual wheels.
The standard electronic active diff, and torque vectoring (by braking) also help keep everything under control, turning backroad tryhards into apex hunting virtuosos.
Suspension is by (aluminium) double wishbones front and rear, with revised springs and anti-roll bars added in the 2019 upgrade. Continuously-variable dampers underpin the 'Adaptive Dynamics' system, learning your style and adjusting accordingly.
The electrically-assisted power steering combines great road feel with satisfying accuracy, and the car feels balanced yet agile and responsive in enthusiastic driving.
In a more relaxed mode the adaptive set-up detects rough road conditions and adjusts the suspension settings for greater ride comfort. According to Jaguar, the damper valves and control algorithms have been recalibrated to improve low-speed comfort and high-speed control, and I can vouch for their effectiveness.
Not long after steering this F-Type R I spent some time in the supercharged V6 F-Type P380 R-Dynamic, and this R is far more compliant.
Rubber is a specially-developed Pirelli P Zero (265/35 fr - 305/30 rr), and the supremely efficient brakes are ventilated 380mm at the front, and 376mm rear.
Mercedes-Benz AMG GT9/10
The only grade missing at the launch of the updated AMG GT was the S Coupe. So, while I'm sure it's darn good, I can really only comment about the driving experience of the R Coupe and the C in Coupe and Roadster forms in which we devoured hundreds of kilometres.
First, the R and C both have unique characters that go beyond just differences in horsepower.
The GT C uses the front axle set-up of the GT S with its aluminium double wishbone suspension, anti-dive, coil springs and stablisier bar offering a more supple and cushioned ride, and combines this with the rear axle of the GT R with its rear-axle steering and more pinned down dynamic focus.
The GT R's front axle is also aluminum double-wishbone but comes with braking torque support, mechanically stepless adjustable coil springs, adaptive dampers and an anti-roll bar.
So, while the GT C and GT R feel different to pilot, it's not night-and-day different... more early summer morning sunrise, and midday sun beating down different, if you know what I mean.
See, while the GT C feels just as quick, it's a far more comfortable and easier car to drive on course-chip bitumen and pock-marked Australian roads. The ride while rolling on 265/35 R19 rubber at the front and 305/30 R 20s at the rear is surprisingly pleasant.
Country road corners beckoned on our journey out of Melbourne and the GT C Roadster I set out in responded superbly. That front end felt light, soft and but pointable. What was immediately apparent was how wide the car is, and it felt like the GT C needed every millimetre of the narrow Aussie lanes.
Top down there was almost zero air turbulence in the cabin and while I kept an eye out for the scuttle shake that can come with a convertible, I barely noticed anything along those lines with those short thick A-Pillars holding firm.
Also holding firm was the GT C's rear end which squatted and held tight in the corners even with getting on the gas the roadster stayed composed.
Roof up, most road noise was shut out, well it was hard to hear anything over the bellow of that V8.
The GT C Coupe would be my pick of the AMG GT family and not just because of that smidge of extra boot space. The hardtop just bolsters the overall rigidity of the car and made it feel tauter.
The GT R is a step up in price, grunt and dynamic ability, but it's asking for a higher level of commitment in terms of livability.
The ride on its firmer suspension and 275/35 R19 rear tyres and 325/30 R 20 front rubber makes the GT R more brutal than most people would be happy to live with, I think.
But in return you are getting close to that "racing car with street legal approval" positioning, because the GT R is astounding in its balance, handling, grip and the connection it offers with the driver.
Truly engaging and almost wasted on a regular road, but why it's not quite a race car is that the cabin is dripping in luxury from the beautiful and supportive standard seats, to the leather upholstery and digital instrument cluster.
Safety
Jaguar F-Type7/10
The F-Type hasn't been assessed by ANCAP, but as well as the usual active safety suspects like ABS, EBD, traction and dynamic stability controls, the R features an AEB system operating at speeds above five km/h, Vehicle detection is in place at speeds of up to 80km/h, and pedestrian detection up to 60km/h.
The AWD system facilitates specific 'Rain', 'Ice', and 'Snow' modes, plus there's active high-beam, lane keep assist, a reversing camera, as well as front and rear parking sensors, and a 'Driver Condition Monitor.'
But cross-traffic alert (front or rear) is missing-in-action, blind spot assist is an option ($900), as is park assist ($700), and tyre pressure monitoring ($700). Any car that's crested the $250K barrier should have all of these as standard.
If an impact's unavoidable there are six airbags (front, side, and curtain). But remember, the front passenger seat is a no-go zone for a rear-facing child restraint. And Jaguar says, "A child should only travel in the front passenger seat if it is essential and national or state legislation permits it."
Mercedes-Benz AMG GT9/10
Coming standard on all AMG GTs is AEB, blind spot warning, lane keeping assistance, traffic sign recognition and adaptive cruise control.
All cars in the line-up come fortified with airbags, including a knee bag for the driver, side bags for the driver and passenger (combined thorax/pelvis bag), front airbags and window bags (Coupe only).
Front and rear cameras and auto parking make life easy, and while there's no spare wheel there is an inflation kit for temporary puncture repair.
A two-seater car the AMG GT doesn't have anchor points for child seats.
The AMG GT has not been assessed by ANCAP or Euro NCAP for its crash safety performance.
Ownership
Jaguar F-Type8/10
Jaguar covers its Australian new car range with a three-year/100,000km warranty, which looks particularly stingy next to the mainstream market norm of five years/unlimited km, and lags other premium players like Mercedes-Benz and Genesis, both sitting at five years/unlimited km.
On the plus side, paint and corrosion (perforation) are warranted for three years, and roadside assistance is complimentary for 12 months.
And on the big plus side, scheduled servicing for the F-Type (determined by an on-board service interval indicator) is free-of-charge for five years/130,000km.
Mercedes-Benz AMG GT7/10
The AMG GT has a three-year unlimited/kilometre warranty and along with BMW and Audi it's short compared to the coverage offered by more affordable brands.
Servicing is recommended at 20,000km/12-month intervals. Mercedes-AMG offers a three-year plan which costs $3750 up front or you can pay as you go with capped price servicing at $800, $1000 and $2950 for each respective year.