Mercedes-Benz AMG GT VS Audi R8
Mercedes-Benz AMG GT
Likes
- Superb dynamics
- Sexy looks
- Fast
Dislikes
- Small boot
- Short warranty
- Getting out on your hands and knees
Audi R8
Likes
- Superb dynamics
- Naturally aspirated V10
- Everyday usability
Dislikes
- Where's the advanced safety tech?
- No central media screen
- Not much in the way of cabin storage
Summary
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 |
Audi R8
Supercars can sometimes be seen as the divas of the auto world – delicate, over-the-top, not very good with reality. Well that may be the case for some supercars but not Audi's R8. It's affordable by supercar standards, easy to drive and still very, very fast.
Now the updated R8 has arrived, looking fiercer than ever, but remaining one of the smartest supercar buys on the market. But did you know there are two types of R8? Both have very distinct personalities and I lived with them for two days – in the reality of road works and also ideal country roads.
Here's everything you need to know...
| Safety rating | |
|---|---|
| Engine Type | 5.2L |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 12L/100km |
| Seating | 2 seats |
Verdict
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.
Audi R87.8/10
The Audi R8 V10 RWD and V10 Performance Quattro have their own personalities. I'm a big fan of the lower-powered rear-wheel drive car, but the Performance is the ultimate here with better brakes and that 330km/h top speed. Either way the R8 is a true supercar, but one that doesn't have to be driven gingerly as though something may break off.
Design
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.
Audi R89/10
Lamborghini styling can look over the top, McLarens can sometimes appear delicate and fragile, and Ferraris seem to be everywhere, and even for me, begin to blend into one.
The R8, though, looks exactly how an Audi supercar should look – understated, tough and serious. Have you seen that Audi advert with the R8 on a dyno not wearing any pants? That sounds ridiculous but Google it because it sums up what the R8 is – a real car with a raw race car underneath, that's meant to be driven comfortably on the road and hard on a race track and the styling indicates that intent with little in the way of fanfare.
Well, there is that big window at the back which shows off the engine and the 'side blades' that surround the large vents carved into the side of the car to cool the engine.
The latest update has taken the design from the second-gen car which arrived in 2016 and added a new grille, front bumper, door sills and vents in the rear bumper. It's a more angular, sharper, and busier design with more vents and winglets than ever.
The R8 V10 RWD and R8 V10 Performance are close to identical in their styling. You can pick the Performance by its gloss carbon front spoiler, side sills, mirror caps and rear diffuser. The RWD has gloss black elements instead.
Which looks best: the Coupe or Spyder? That's a personal thing, but I reckon race cars need to have a hardtop roof, so it's the coupe for me, please.
Built using the 'Audi Space Frame' which weighs only 200kg, the R8 is 4426mm long and just 1240mm tall, but at 1940mm across it has a wide, planted stance.
Practicality
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.
Audi R87/10
The R8 is a two-seater supercar and practicality isn't high on its 'to do' list with limited cabin storage in the form door pockets almost as small as my jeans pockets, two cupholders hiding under a trapdoor in the centre armrest, a hidey hole in front of the shifter containing a wireless charger and two USB ports and the glove box.
As for the boot – there are two: one in the nose with a 112-litre cargo capacity and another behind the mid-mounted engine with 226 litres.
Room for people, well you and a friend, is excellent. I'm 191cm (6'3") tall with a 2.0m wingspan and found the footwell deep and spacious, while head and shoulder room is also good.
Price and features
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.
Audi R89/10
The entry level R8 RWD Coupe lists for $295,000, while the Spyder version is $316,500. The R8 V10 Performance Coupe is $395,000 and the Spyder is $416,500.
It's in my view the best value supercar on the market. The Lamborghini Huracán Evo shares the same 5.2-litre V10, the transmission and the chassis (like Audi it's part of the Volkswagen family) and starts at $460K.
A Ferrari 488 Pista is pushing $600K, but the McLaren 570S is closer in price at $395,000 – although I find the R8 much less stressful and completely different to drive – read about that below.
Let's talk features. Coming standard on the R8 RWD Coupe and Spyder are laser LED headlights (new to the R8 for this update), 20-inch cast aluminum wheels (also new), a full leather interior (new) with heated and power adjustable RS sports seats, 12.3-inch instrument cluster, Bang & Olufsen 13-speaker stereo (new, too), sat nav, digital radio, proximity key and wireless device charging (new).
The R8 V10 Performance Coupe gets all of the features above but swaps the wheels for lighter, milled alloy rims, ditches the steel brakes for ceramic (pricey to replace, though), and adds other mechanical extras over the entry car such as Audi's magnetic dampers, plus a carbon-fibre reinforced polymer front swaybar.
Explore the virtual Audi R8
What's missing? A central media screen would be good so your passenger can pick the music or follow the sat nav. Audi calls it a 'driver-focused cabin', but the Huracán has a media screen in the centre console.
I think there's a bit of advanced safety equipment missing, too – but that's in the section down further.
Under the bonnet
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.
Audi R810/10
There are two grades in the Audi R8 range – the entry-point R8 V10 RWD which has rear-wheel drive (RWD), and the R8 V10 Performance Quattro which has all-wheel drive (AWD).
Both obviously have V10 engines, it's a naturally aspirated 5.2-litre petrol unit (so no turbos here), but the RWD makes less power and torque at 397kW and 540Nm, while the Performance produces 449kW and 560Nm.
The V10 is mounted behind the driver's seat but ahead of the rear axle making it mid-engined car. The engine even has its own window and you can see it in there with its face pressed up against the glass.
There are two body styles as well – the Coupe and Spyder (convertible, roadster, just another word for a retractable soft roof). We'll get to the prices in the next section, but let's talk about the more interesting numbers such as top speeds.
The V10 RWD in coupe form can reach 324km/h and the Spyder can hit 322km/h while the V10 Performance Coupe and Spyder are both a smidge quicker at 330km/h.
Those are all go-straight-to-jail speeds in Australia, so if you're tempted to fact check my numbers then do it on a racetrack. Audi holds excellent track days – I've done them and you'll not only get to drive the R8 as fast as you can, the instructors will help you improve your advanced driving skills, too. Do it, it could save your life.
Acceleration from 0-100km/h is rapid – 3.7 seconds and 3.8 seconds for the V10 RWD Coupe and Spyder respectively, while the V10 Performance Coupe and Spyder can nail it in 3.2 seconds and 3.3 seconds.
The V10 engine has a cylinder-on-demand feature which can shut down five of the cylinders while cruising on a motorway, say at 110km/h. It's a fuel-saving system, but keep in mind this V10 loves petrol and lots of it – I've hidden that all the way down the bottom of this review.
Shifting gears in all R8s is a seven-speed dual-clutch automatic transmission.
Efficiency
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.
Audi R87/10
That's like asking how many calories are in this pavlova that I'm about to push into my mouth? Seriously if you're asking then you shouldn't be eating it – or driving the R8.
But just for the record, according to Audi the RWD R8 uses 12.0L/100km in Coupe form and 12.2L/100km in Spyder guise after a combination of urban and open roads, while the AWD R8 of course will use more at 13.4L/100km for both Coupe and Spyder.
Driving
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.
Audi R89/10
A race circuit is the best place to test the performance of an Audi R8. I've been lucky enough to have done this in the past, but for this update of the R8 the Australian launch was held on public roads and included a convoy of RS models such as the RS 6 Avant, RS 7, RS Q3 and TT RS.
Even then I think I was 'stitched up' because I began the day in the R8 V10 Performance Coupe but spent almost the entirety of my allocated time in roadworks at 40km/h before swapping to an RS Q3.
So, while I can't honesty comment about the dynamics on this updated R8 V10 Performance Coupe I can tell you that having driven every iteration of the R8 since 2012 that it's a weapon, with helicopter-like visibility out of that large front window.
If, like me, you think turbos are 'cheating' (superchargers are fine), then you'll love the linear power delivery of the R8's naturally aspirated V10, and while I love front-engined sportscars, nothing beats a mid-engined car for the feeling of balance and lightness in the nose while having the sound of thousands of explosions going off just behind your back.
Having AWD is not just great for acceleration and perfect traction from Audi's quattro system, I think it's a good safety feature in a supercar, and while only your judgements can stop things going pear shaped, the system will be there to help on slippery roads.
The following day was different. I was in the R8 V10 RWD, the country roads were superb and while it wasn't a racetrack it was enough to get a hint of the capabilities of the RWD R8.
While the R8 V10 RWD feels the same to sit in with the same great view, it feels different to drive than its faster sibling, in a good way. First there's the noticeable power difference – more than 50kW and 20Nm less – but also the lack of AWD makes the front end feel more pointable, and the car feel more like a traditional sportscar that pushes from behind rather than pulling from the front. Less power, but more fun.
The RS cars in our test convoy were all awesome machines, but stepping out of even the RS6 Avant and slipping down into the R8 cockpit was like getting into a UFO – it's so far ahead dynamically of any other Audi that all I could do was laugh like an idiot. Corners which were making an RS 7 really struggle, were handled effortlessly by the R8. And in a straight line it's a bullet in a barrel.
The Performance has the better brakes: 380mm ceramic discs with six piston calipers up front and 356mm discs with four piston calipers at the rear. The RWD has steel discs – 365mm with eight piston calipers up front and 356mm discs with four piston calipers in the rear.
Keep in mind if you are planning on track days, you'll find the ceramic discs costly to replace, and beside the stopping power of the steel ones is excellent.
And yet, on pot holed course bitumen the ride is a lot more comfortable than you might think and having driven the Performance in traffic it's a much nicer place to sit than the claustrophobic cabin of a McLaren 570S. You could honestly use the R8 daily.
Safety
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.
Audi R85/10
ANCAP has not tested the Audi R8 so there's no star rating available. What we can tell you is that the R8 has a low level of advanced safety technology – there's no AEB, no adaptive cruise control, no rear cross traffic alert, nor blind spot warning, nor lane keeping assistance. That's the reason why the score is so low here.
The R8 does have electronic stability control and ABS, and active roll over protection, plus six airbags, although the Spyder doesn't have curtain airbags.
Ownership
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.
Audi R86/10
The R8 is covered by Audi's three-year, unlimited kilometre warranty which not only falls behind in duration compared to mainstream brands but also its direct rival Mercedes-Benz which now has five-year, unlimited kilometre coverage.
Service intervals are every 12 months or 15,000km but unlike other Audi models there isn't a three-year or five-year plan available.