Porsche 911 UK Enthusiasts Online Community Discussion Forum GB

Welcome to the @Porsche911UK website. Register a free account today to become a member! Sign up is quick and easy, then you can view, participate in topics and posts across the site that covers all things Porsche.

Already registered and looking to recovery your account, select 'login in' and then the 'forget your password' option.

Mercedes-AMG GTS vs 911 [991] GTS (2015) review

Porsche News

Moderator
Joined
8 Feb 2008
Messages
7,422
Mercedes-AMG GTS vs Porsche 911 GTS (2015) review by carmagazine.co.uk

AMGGTvGTS-11.jpg



â–º Twin test: Merc AMG GT vs Porsche 911
â–º World-first GT S vs GTS comparison
â–º Has the 911 finally met its match?


AMGGTvGTS-10.jpg



No matter how hard anybody tries to usurp the perennial 911, Porsche always seems to have an answer. On the day we at last drive Mercedes' spanking new V8-engined GT coupe with its box-fresh GTS badge, Porsche brings along a new kind of 911 with exactly the same moniker: 911 GTS. Sorry Mercedes, but nobody ever said this was going to be easy.

The AMG GTS is one mega Merc, though – the baddest Benz there's ever been. It's even meaner than last year's SLS Black and much more awesome than the crazily expensive yet underwhelming SLR co-developed with McLaren. The 508bhp AMG GTS, which easily beats the 628bhp SL65 AMG against the stopwatch, will be launched early next year together with a less expensive base version rated at 460bhp. The 911 has rarely faced a more serious threat.

AMGGTvGTS-03.jpg



The 424bhp flat-six-powered 911 GTS fuses elements of the GT3 batmobile with the DNA of the Carrera S – flared arches, numerous performance-oriented details, go-faster cabin treatment and all. It's the closest in concept to this Mercedes – the GT3 being way too compromised and the Turbo packing 4wd and a huge pricetag. If the game is Grand Tourer meets sports car, this is the final.

Mercedes GT vs Porsche 911: our playground is the Alps

We're in the Austrian Alps, where the AMG announces itself with a shout, both visually and acoustically. Its angry part-throttle exhaust rumble makes heads swivel, and the V8's typical flat-out wah-wah reaches your ears long before the car comes into sight. It sounds equally throaty from inside the cockpit, which has largely been inherited from the outgoing SLS. The passenger cell is accordingly short and wide, rear three-quarter visibility is compromised, the upright position behind the wheel is defined by the towering instrument panel, the extra-wide transmission tunnel and the too-close-for-comfort rear firewall.

This imposing driver environment is garnished with a spectacular battery of round air vents, a high-definition in-dash colour monitor, a pricey blend of optional soft leathers and matte carbonfibre inlays, and a centre stack loaded with buttons, knobs, switches and the stubby joystick gear selector. It's a stage set for stardom, but it falls short in terms of legroom, airiness (even with the optional panoramic roof) and all-round visibility.

AMGGTvGTS-04.jpg



To a bystander, the 911 GTS is simply yet another 911. In reality, however, the latest widebody iteration wants to be the sportiest model this side of the super-potent halo specials. To stress the GT3 connection, it comes with bespoke black 20in wheels, blacked out bi-xenons, selected aero kit elements, low-drag mirrors, a made-to-measure rear apron, four black tailpipes and two lines of solid black badging on the bumper below the adjustable tail rudder.

Inside, we find snug-fitting sports seats, an Alcantara-wrapped helm as well as special GTS cues like new instrument graphics and tasty charcoal aluminium trim. What you instantly notice in contrast to the AMG is the more spacious cabin, the token rear seats (a delete option), and the Porsche's more compact dimensions.

AMGGTvGTS-05.jpg



On the lightly trafficked Munich-Lindau autobahn leading to the Austrian/Swiss border, the low-slung AMG GTS is the undisputed king of the fast lane, despite its 194mph limiter. You can feel the kick of the explosive twin-turbo V8, which packs the seven-speed dual-clutch transaxle transmission with a massive 479lb ft – on tap between 1750 and 4750rpm – and the mid-range acceleration is incredible.

Treat yourself to the full urge of the 4.0-litre engine by revving it through the gears all the way to the 7200rpm redline, and you'll go from 60 to 125mph in a hand-stopped 8.0sec – that's the kind of stuff goose pimples are crafted by. The 911 takes 1.8sec longer. When the imaginary starting flag drops, the red car will storm from 0-62mph in 4.0sec and from 0-125mph in 13.8. Again with all the stops pulled out, the blue car does the job in 3.8 and 12.5sec respectively.

The 911 GTS whips up an extra 30bhp over the Carrera S, but it only does so above 6300rpm when a vacuum flap opens the second intake tract. Although the maximum torque is an unchanged 325lb ft, it now takes 5750rpm instead of 5600 to manifest itself. Peak power of 428bhp arrives at 7500rpm, which compares to 400bhp at 7400rpm for the Carrera S. In response to the bigger lungs, the GTS redline is lifted from 7400 to 7800rpm. Owing to less favourable aerodynamics, the rolling resistance of the wider tyres and extra weight, the GTS is only 0.1sec faster off the mark than the Carrera 2. So, is it worth an extra £7.5k over its barely slower sibling?

AMGGTvGTS-06.jpg



The answer is an emphatic yes. On the motorway it's exactly that mix of higher revs and later upshifts which keeps the 911 in the slipstream of the AMG. Since you carry more torque through the gears, there is more momentum and pushing power to play with. At the end of the long straight leading down to Lake Constance, the Porsche tops an unrestricted 191mph. It is thus almost as fast as the Merc, but it takes quantifiably longer to squeeze out the final 15 to 20mph.

A more grown-up kinda 911

There were times when more speed was the last thing the driver of a 911 would be interested in. Earlier generations were notorious for snap oversteer, susceptibility to crosswinds and tramlining, but over time r&d has exorcised most of these vices by advancing suspension development, improving aerodynamic stability and distributing axle loads more evenly. As a result, the 2015 911 GTS won't bite back.

We know from experience that the 911 and the AMG GTS excel on the race track. Both cars have honed the dialogue between input and response to perfection, both are wonderfully intuitive. On a cordoned-off circuit, the Porsche begs you to hit Sport Plus which firms up the dampers, tops up the gearbox with adrenalin and puts the black box on alert. Not available in the 911 is an equivalent to the Merc's Dynamic Select feature which invites you to choose from four different personalities when tweaking steering, throttle response, ride comfort, transmission strategy, engine sound and stability control.

AMGGTvGTS-07.jpg



Before heading for the mountains, we stop for the twin reality checks of petrol and car wash. The latter is easier said than done in the case of the AMG GTS – it's 1939mm wide with mirrors folded, eclipsing the Porsche by 87mm. As for fuel, the real-life mpg is the usual anti-climax: over 504miles, the Merc averaged 18.7mpg, the Porsche 20.3mpg – the reverse of official figures.

The northern climb to the Silvretta dam and summit (2037m above sea level) favours the Porsche. It begins with a series of about two dozen first-gear switchbacks, then, as it gains elevation, the road expands its radii bend-by-bend. Above the tree line, the landscape opens up and the corners form more self-conscious arcs.

The terrain is still tricky though because even in the dry the glassy, low-grip surface encourages early understeer and late oversteer almost to the same effect as a thin coating of freshly fallen snow. The approach from the south is better suited for the bigger, brawnier AMG GTS. You can see for miles, and with the exception of a few hairpins near the top, most direction changes will happily accept third or even fourth gear.

With ESP in Handling mode, the AMG is virtually invincible on the fastest stretches of this panoramic spiral staircase to the sky. Laying down the full grunt can be a momentary struggle through first- and second-gear kinks, but once it pulls away on a longer leash the Mercedes will lick up the road like a hungry lizard darting left-right, right-left on its unerring suction-cup paws. The 47:53% weight distribution, the electronic diff lock, the ground-hugging centre of gravity, and the aluminium double-wishbone suspension make the car feel agile and alert, involving and inspiring. You want to be in Sport Plus on demanding turf like this, especially as the initially rather light steering now feels firm and meaty.

AMGGTvGTS-08.jpg



The 911 can't pull off quite as many dynamic tricks. It also commands a surcharge for goodies like variable-effort steering, sports suspension and dynamic chassis control (PDCC). Although the 911 runs on even wider footwear than the AMG GTS, it actually rides better on these lumpy off-camber twisties that throw in crumbling shoulders and ancient repair patches for good measure. Thanks to the bespoke suspension setting, the fatter tyres and the wider track, this Porsche turns in with even more vigour as the front end will stick-stick-stick all the way through the corner. At the same time, the rear end carves round in g-force-defying follow-me fashion until ESP eventually calls time.

Who would have thought that, when maxxed out to the driver's limit, the AMG is more challenging, harder work and less composed overall than its rear-engined rival? Not unlike the BMW M3/M4, the chassis of the Mercedes could do with more compliance for more control and confidence. When you fly up the hill with a knife between the teeth, vertical body movements are occasionally prone to dent the line, to momentarily push the handling balance off kilter, to call for an ultra-quick action at the wheel.

It's not always a big deal, but it's a warning of the kind a Corvette or an F-type R might issue. Which comes as a bit of a surprise because in essence the Benz, just like the Porsche, rarely leaves you in doubt about its riveting roadholding and the inherently failsafe handling. But since there is no engine sitting on top of its driven wheels, which are under substantial torque stress when the going gets tough, breakaway is easily induced.

AMGGTvGTS-09.jpg



At the dawn of a new era devoted to downsizing, hybridisation, electromobility and fuel cells, V8s will soon be condemned as fossils from a wasteful past – so go and get one while you still can. Because nothing sounds like an eight-cylinder; the blend of generous displacement and eager turbocharging never fails to excite, and a V8 is equally charismatic at a leisurely pace and at full song. This engine is the soul, the essence and the main motivator of the AMG GTS.

Funny that a similar hymn of praise can be sung of the flat-six installed in the 911. Now water-cooled but in this particular application still normally-aspirated, the 3800cc motor makes all the right noises, is connected to the throttle pedal via a live wire, and begs to be revved hard to deliver the goods. Purists may prefer the boxer in combination with the seven-speed manual, but in case your left hoof has been numbed into early retirement by too many automatics, the PDK box is a perfectly acceptable substitute to that third pedal. Late next year when the new 992 enters the scene, turbos will be mandatory across the range, so it's now or never, unless your budget stretches to the GT3.

Porsche 991 GTS, doing its oversteer thing. It'll drift all day...

Before we wrap up, the two muskeeters trumpet down the hill in loose convoy one more time, landing at the bottom of the valley with crackling exhausts, sizzling brakes and liquorice tyres. So what's the verdict? Which concept works best? Is front-engined superior to rear-engined or vice versa? Which options are essential to further roll out the dynamic envelope? How much GT do you need or allow in a sports car? Decisions, decisions. The Porsche is an emotional masterpiece.

AMGGTvGTS-02.jpg



It combines the physique of the Carrera S with the heart of the GT3 while consciously avoiding the overly radical aspects of the latter. The 911 has lovely steering which is weighted, damped and calibrated to perfection. It also has impeccable steel brakes, a wizard chassis engineered for an amazing ride/handling balance, a quickshift transmission and an engine that sounds, performs and revs to an infectious degree. In this particular company, however, it could do with a bit more power and torque.

The AMG car earns its merits as compelling autobahn stormer, superfast long-distance cruiser, major scorer in the street-cred sweepstakes and wholly superior SLS replacement. Its intuitive transmission is every bit as clever as the quickest pair of index fingers, the brakes perform with the finality of a guillotine, and the engine develops an incredible physical thrust as it storms through the rev range. It may be 135kg heavier than the Porsche, but the GTS easily wins the infotainment trophy, too, is more lavishly equipped, has a big enough and more practical boot, and oozes presence from all pores. But then it will cost more, too – around £107,000 to the 911's £91,098 – and it does have weaknesses (compromised packaging, debatable suspension tuning).

AMGGTvGTS-01.jpg



Verdict

Not surprisingly then, the 911 is the purer, more focused and ultimately more dynamic choice. The new Mercedes AMG is neither the perfect GT nor the perfect sports car. But it straddles the two categories with addictive appeal and ability.

Source, www.carmagazine.co.uk
 
Excellent write-up by Car Magazine. :thumb:

Pleased, and not surprised, that the 911 still comes out as the overall benchmark for this type of car. Just shows how far the 911/991 concept is ahead of effectively the very best that Mercedes has to offer. :worship:
 
Have to say - I prefer the styling/interior of the AMG

No doubt about it the GTS is a lovely car, I had one recently for 48hrs, which was great but didn't blow me away - especially for the the £118k the specced up one I drove was I struggled to justify it - even with 'Man' maths.

Both great cars in my view, I look forward to having a go in the AMG!
 
Personally, think the interior layout of the AMG looks a little clumsy and cramped.

On a fully speced up GTS at £118K, it falls dangerously close to the base Turbo model which would offer a 100bhp jump in performance for virtually the same money.
 
DRZ911 said:
On a fully speced up GTS at £118K, it falls dangerously close to the base Turbo model which would offer a 100bhp jump in performance for virtually the same money.

Have to 100% agree with your comment. After all, throw in both these facts, and then the base turbo becomes an indisputable no brainer, over the GTS:

"The 911 GTS whips up an extra 30bhp over the Carrera S, but it only does so above 6300rpm"

and

"Owing to less favourable aerodynamics, the rolling resistance of the wider tyres and extra weight, the GTS is only 0.1sec faster off the mark than the Carrera 2. So, is it worth an extra £7.5k over its barely slower sibling?"

Never mind its "barely slower sibling", it's the base Turbo where the real challenge lies.
 
I agree with both of you . I went to buy a GTS before Christmas, I loved the drive and it was quite an upgrade from my base C2 PDK. However, I just couldn't being myself to spend £110k/£115k. For me, if I spend over a £100k I'm looking for a GT3 (although they are going up and up)....

In the end I went for a approved C2 PDK with lots (and lots) of options, (would have been £95k new). It was about £35k cheaper and drove about 95% of the GTS. It's not as fast but it is a hell of a lot of fun.....

I actually really like to look of the Mercedes (thats before I drive one or see one in the flesh). But the show stopper for me is that it's a Mercedes. After my C63, I swore I would never buy an Mercedes again.
 
Interesting thread.

I DID go for the GTS, and get it at the beginning of April. Likewise wouldn't have a Merc out of principal. The sense of occasion in the GTS is greater IMHO. In addition, I doubt I would have secured a £9k discount off a £106k specc'ed car had it been a Turbo or the GT! You've got to try REALLY hard to spec a car to £114k!!


Hello btw!!

P
 
Palerider said:
Interesting thread.

I DID go for the GTS, and get it at the beginning of April. Likewise wouldn't have a Merc out of principal. The sense of occasion in the GTS is greater IMHO. In addition, I doubt I would have secured. £9k discount off a £106k specc'ed car had it been a Turbo or the GT! You've got to try REALLY hard to spec a car to £114k!!


Hello btw!!

P

Hi Palerider what colour did you go for and spec ? Just took ownership of my GTS under a month ago cuming from a 911/991 cab, love it! :D
 
I have to admit I was torn on colour, but ended up with Agate grey.

Rest of spec is;

GTS interior
18 way seats
Privacy glass on rear window
Light design package
Bose
Speed limit display
Led lights
PDK
Heated seats
Cruise
Telephone module
And VTS!


Can't wait !
 
Palerider said:
I have to admit I was torn on colour, but ended up with Agate grey.

Rest of spec is;

GTS interior
18 way seats
Privacy glass on rear window
Light design package
Bose
Speed limit display
Led lights
PDK
Heated seats
Cruise
Telephone module
And VTS!


Can't wait !

Optional Equipment:

911/991 Carrera GTS 3 800 cm³ 316 kW (430 hp) Porsche Doppelkupplung (PDK)
- Exterior Colour: Carrara White Metallic
- Interior Colour: Black leather i.c.w Rhodium Silver alcantara package GTS - Rear wiper
- ParkAssist front and rear
- Electric glass slide/tilt sunroof
- Automatically dimming interior and exterior mirrors with integrated rain sensor
- Privacy glass (rear side windows and rear window)
- Porsche Doppelkupplung (PDK)
- Power steering plus
- 20-inch 911 Turbo S wheels, painted in Black
- Instrument dials in silver
- GTS interior package
- Heated seats
- Cruise control
- Light design package
- Sports seats Plus
- Preparation for mobile phone
- BOSE® Surround Sound System
- Porsche Vehicle Tracking System (VTS)

Tbh i only had my 991 cab JUST over a year, im very OCD about paint work and the look of the car and i started to notice these lines appearing in the fabric of the roof in the middle running the width of the car when i said to porsche about this they said all 911s get these as its to do with the support bars under the fabric pushing against the material, he took me out to the forecourt and sure enough there is was in all the 911 cabs (some colour roofs harder to see than others) anyhow it was enough to annoy me, tho other than that id still have had the car as i loved it (love the GTS more tho lol)

Health to drive when you get it :)
btw u seen this http://youtu.be/1d5EP68pOY4
 
Aah yes! I have indeed, and the autocar one too. :D

I'd forgotten I'd also included the dimming rear view mirrors. Did look at power steering plus but decided against it. I've got it on my BMW M135 currently and it's ok, but having read previous reviews decided not to add it.
:dont know:

I was weighing up white ( saw the metallic white at reading porsche and it looked great) black ( decided it was a little too Stealth Fighter/Batmobile with the black centre-locks) or Agate, which I fell in love with when I saw it at East London. :worship:

This is my first foray into Porsche-land, after a series of Mercs (used to work for Merc UK and ran their performance fleet for a few years) and BMW's ( wanted to love the M4 but was left feeling very cold!:what:). Talked my way up from a Cayman GTS, which you can't get for love new at the mo, to a 911. Truth is I've wanted once since I was 9 years old when I fell in love with the 928!! :grin:
 
Palerider said:
Aah yes! I have indeed, and the autocar one too. :D

I'd forgotten I'd also included the dimming rear view mirrors. Did look at power steering plus but decided against it. I've got it on my BMW M135 currently and it's ok, but having read previous reviews decided not to add it.
:dont know:

I was weighing up white ( saw the metallic white at reading porsche and it looked great) black ( decided it was a little too Stealth Fighter/Batmobile with the black centre-locks) or Agate, which I fell in love with when I saw it at East London. :worship:

This is my first foray into Porsche-land, after a series of Mercs (used to work for Merc UK and ran their performance fleet for a few years) and BMW's ( wanted to love the M4 but was left feeling very cold!:what:). Talked my way up from a Cayman GTS, which you can't get for love new at the mo, to a 911. Truth is I've wanted once since I was 9 years old when I fell in love with the 928!! :grin:

Was also a Bmw man myself had the last lot of m3s then bought a gt500 shelby mustang that I owned for about 6mths before selling it on, heard the horror stories about what Bmw was doing with the new m4/m3 and thought nahhh that's me done and wanted something better, best car I drove to date is the 911/991, you'll love the GTS, can't say a bad thing about it tho couldn't about my cab (except the roof that is)
 
Anyone has/getting a manual GTS? Was looking for pre-used GTSs, but all seem to be PDK. So configured the spec I'd want and it came to £118K+ :eek: including Manual, Ceramics, bucket seats, GTS interior.

Really I want a GT3 and a new GTS at £118k+ doesn't really make any sense anyway I think. 997 gen 2 GT3 will still be cheaper (if I can find the right one). Interesting that 991 GT3s are now same price (or higher?) as 458 ...

But still, interested to hear opinions about a manual GTS
 
fiberoptic said:
Anyone has/getting a manual GTS? Was looking for pre-used GTSs, but all seem to be PDK. So configured the spec I'd want and it came to £118K+ :eek: including Manual, Ceramics, bucket seats, GTS interior.

£118K is a crazy price for a 991 GTS. :eek:

For this money, there are so many other (possibly more enjoyable) options ... 997.2 GT3, used 991 Turbo, used MP4-12C, used 458.

Possibly worth considering your options. :?:
 

New Threads

Forum statistics

Threads
124,502
Messages
1,445,797
Members
49,631
Latest member
BoxsterBE2024
Back
Top