Mercedes-AMG is blowing even more fresh air into the AMG GT family. Shortly after the world premiere of the AMG GT R, the sports car and performance brand from Affalterbach is presenting two exciting roadster variants of the two-seater sports car. Alongside the AMG GT Roadster, the AMG GT C Roadster enhances the portfolio with a completely new model variant. With an output of 410 kW (557 hp) and peak torque of 680 Nm, the AMG GT C is the most powerful new Roadster variant and uses some of the technical refinements of the AMG GT R. These include active rear axle steering and the electronically controlled rear axle locking differential. In combination with the AMG RIDE CONTROL sport suspension, the AMG GT C Roadster guarantees dynamic performance at the very highest level. The top Roadster also takes its lead from the top AMG GT R sports car where muscular proportions are concerned: the wider rear wings create space for a wider track and wider wheels at the rear axle, allowing even higher cornering speeds and excellent traction. The variable performance exhaust system also ensures an authentic V8 sound from the AMG Roadster.

The new Roadsters make hallmark AMG driving performance an even more intensive experience. "With our two Roadster models, we are strategically expanding the AMG GT family by two exciting variants. With the AMG GT C Roadster, we are also introducing a new model variant to which we have transferred main performance-related components from our top sports car, the AMG GT R. The result: a highly dynamic driving experience in a very exclusive ambience, coupled with that pure roadster feeling," says Tobias Moers, Chairman of Mercedes-AMG GmbH.

With the two Roadster variants the Mercedes-AMG GT family has now increased to five members. The two new sports cars with fabric soft tops likewise have the technical genes for which AMG is famous. These include e.g. the lightweight and torsionally rigid aluminium bodyshell plus powerful and efficient V8 biturbo engines. The entry level into the Roadster world is the AMG GT with an output of 350 kW (476 hp). The AMG GT C Roadster adds a completely new output level. With 410 kW (557 hp) it is the more powerful of the two new open-top sports cars.

The AMG GT C Roadster not only delivers more output and torque, it also impresses with numerous technical highlights from the Mercedes-AMG GT R for even more dynamic performance. Like the AMG GT R, the AMG GT C Roadster is recognisable by its wide, muscular rear end and large wheels. Other technical measures include the wider rear track and active rear axle steering.

The AMG GT C Roadster is also equipped with a lithium-ion battery, and has more exclusive appointments. Standard features include a nappa leather interior, the AMG performance steering wheel in nappa leather/DINAMICA microfibre and the additional transmission mode RACE.

Fully automatic: the weight-optimised fabric soft top

Both Roadsters are quickly transformed from coupés to open-top sports cars. The fabric roof opens and closes in around eleven seconds, and can do this at speeds of up to 50 km/h. The three soft top colours black, red and beige can be chosen to suit the eleven exterior and ten interior colours. The three-layered fabric soft top is supported by a magnesium/steel/aluminium structure of low weight, which helps to keep the centre of gravity low. Additional rollover protection is provided by an integrated aluminium cross-member with rollover bars.

New output level: the AMG 4.0-litre V8 biturbo engine

With the AMGGT C Roadster, Mercedes-AMG is introducing a further output level of the 4.0-litre V8 biturbo, thereby underlining the exclusive character of the new model. At 410 kW (557 hp), the peak output is 35 kW (47 hp) above that of the AMG GT S and 20 kW (28 hp) below the Mercedes-AMG GT R. The maximum torque of 680 newton metres is available from 1900 to 5750 rpm. A sprint from zero to 100 km/h is absolved in 3.7 seconds, and this fulminating acceleration only ends at the top speed of 316 km/h.

The AMG GT Roadster has an output of 350 kW (476 hp) and 630 Nm of torque. This variant accelerates to 100 km/h in 4.0 seconds and to a top speed of 302 km/h.

The eight-cylinder engine thrills with its immediate response, a linear, finely controllable power delivery and powerful acceleration in all rpm ranges. The AMG 4.0-litre V8 comes with well-proven twin turbocharging, with the two chargers not located outside on the cylinder banks, but rather between them in the V of the cylinders. The advantages of the "hot inner V": a compact engine design, spontaneous response from the turbochargers and low exhaust emissions thanks to optimum air flow for the close-coupled catalytic converters.

Also adapted: the dual-clutch transmission

The developers have also adapted the seven-speed dual clutch transmission in a transaxle arrangement at the rear axle to the new power level of the Mercedes-AMG GT C Roadster by modifying the hardware and software.The first gear of the AMG SPEEDSHIFT DCT 7-speed sport transmission has a higher ratio, while seventh gear and the final drive have a lower ratio. This makes for even more agile acceleration and very fast responses to sudden accelerator movements.

The driver is able to set the AMG GT Roadster to his/her individual requirements using the AMG DYNAMIC SELECT controller. The three transmission modes "C" (Comfort), "S" (Sport), "S+" (Sport Plus) and the individually programmable setup "I" (Individual) allow a broad range of driving experiences from comfortable to very sporty.

The transmission mode "RACE" is additionally available for the Mercedes-AMG GT C Roadster. This mode optimally adjusts the shift strategy of the dual clutch transmission to the needs of the racetrack – very fast shift speeds and highly emotive engine sound are included. By pressing the separate "M" button in the centre console, the driver can activate the manual transmission mode in any drive mode.

Pure sound: the AMG performance exhaust system

The AMG GT C Roadster is equipped with the AMG performance exhaust system as standard to obtain an even more emotive sound experience. Two variably adjustable flaps modulate the exhaust note of the Mercedes-AMG GT C Roadsters authentically and directly. The flaps open and close depending on the selected AMG DRIVE SELECT mode, although they can also be controlled individually using a separate button in the AMG DRIVE UNIT. In the "Comfort" and "Sport" settings, the low-frequency sound typical of a V8 is designed for comfort. In "Sport Plus " and "RACE" modes the sound composition is far more emotive. The variable AMG performance exhaust system is also available as an option for the Mercedes-AMG GT Roadster.

Also for the Roadster models: active air management system from the AMG GT R

The two AMG Roadster variants have adopted a special technical highlight from the AMG GT R: the active air management system. Vertical louvres located in the lower area directly behind the front fascia can be opened and closed by an electric motor in around one second. This ensures that the cooling performance is according to need. Always achieving the optimum position requires highly intelligent and fast control.

During normal driving with no increased cooling requirement, the louvres are closed to reduce aerodynamic drag and specifically conduct the air to the underbody. Only when certain components reach predefined temperatures and the air requirement is particularly high do the louvres open to allow the maximum cooling airflow to the heat exchangers.

Highly expressive: the athletic exterior design

From the expressive AMG Panamericana grille to the long, muscular bonnet and the wide rear end, the two-seater guarantees a pure sports car experience even when stationary. The striking AMG Panamericana grille underlines the motor racing heritage: 15 chrome-plated, vertical bars echo the look of the current Mercedes-AMG GT3 customer sports racing car. The new front apron emphasises the car's width and gives it a four-square appearance on the road. The large outer air inlets ensure the supply of cooling air to the engine. The pronounced shoulder is suggestive of a tensed muscle, and enhances the impression of sheer power and dynamism in combination with the new 19-inch and 20-inch AMG light-alloy wheels in a 5-twin-spoke design.

Muscular with an emphasis on width: the rear end

The rear end also features numerous, conspicuous innovations. The new aluminium side walls of the AMG GT C Roadster widen the open-top two-seater by 57 millimetres compared to the AMG GT Roadster. This is exactly the width of the AMG GT R. Compared to the AMG GT Roadster, the muscular form also creates space for the larger wheels and a wider track. Both measures make for traction while allowing higher cornering speeds. The likewise wider contours of the AMG GT C Roadster's rear apron improve the airflow at the rear with their large outer air vents. Both Roadster variants feature a rear spoiler integrated into the boot lid. This is electrically extended and retracted at defined speds, depending on the selected transmission mode.

Greater rigidity and low weight: Intelligent material mix

Mercedes-AMG also uses an intelligent material mix for the body structure of the AMG GT and GT C Roadster. Various aluminium alloys are used for the chassis and body, and magnesium for the front deck. This extremely light element at the front reduces the inertia ahead of the front axle, thus improving agility.

The already rigid bodyshell structure has been specifically reinforced further to take account of the car's design as a roadster: side skirts with greater wall thicknesses and more chambers make the structure more rigid, for example. The dashboard support is braced against the windscreen surround by additional struts, and a strut tower brace between the soft top and the tank reinforces the rear axle. A cross-member behind the seats supports the fixed roll-over protection system.

The boot lid is particularly light, thanks to an innovative composite material. The load-bearing structure is of SMC (Sheet Moulding Compound) with carbon fibres. These high-tech plastics excel with their light weight, great strength and first-class surface condition. These innovative materials were developed by the Mercedes-Benz TEC factory in Sindelfingen, and brought to production maturity together with the AMG specialists in Affalterbach. This material combination is used for the first time in the new AMG Roadsters.

The AMG lightweight construction experts have also uses an intelligent material mix for the so-called wheel-catching struts made of a composite material. 50 percent lighter than the equivalent in steel, these composite components help to guide the front wheels onto the side members as part of the intended crash kinematics in an accident, and to hold them there.

Derived from motorsport: the AMG sports suspension

The AMG sports suspension likewise confirms the motor racing heritage of the new AMG Roadsters. Wishbones, steering knuckles and hub carriers on the front and rear axle are manufactured entirely out of forged aluminium to reduce the unsprung masses. The wheels are also guided by double wishbones. The resulting precision in camber and track allows high cornering speeds and gives the driver optimum, highly precise road feedback right up to the very high cornering limits.

In the Mercedes-AMG GT C Roadster the sports suspension is combined with the AMG RIDE CONTROL continuously variable, adaptive damping system. The system is electronically controlled and automatically adapts the damping on each wheel to the current handling situation, the speed and the road conditions.

Even more agility: active rear axle steering from the AMG GT R

As standard the new Mercedes-AMG GT C Roadster responds even more sensitively thanks to the active rear axle steering that had its debut in the Mercedes-AMG GT R. The system offers an ideal combination of agility and stability ‑ handling characteristics that are normally in direct conflict.

Up to a speed of 100 km/h, the rear wheels are turned in the opposite direction to the front wheels, the Mercedes-AMG GT C Roadster turns into corners with significantly higher agility as a result, delivering even more driving pleasure and requiring less steering input. In day-to-day driving the driver also benefits from a reduced turning circle, for example when turning off or parking.

Once the speed of the AMG GT C Roadster exceeds 100 km/h, the system turns the rear wheels in the same direction as the front wheels, This noticeably improves handling stability. At the same time, the lateral force on the rear wheels builds up considerably faster when changing direction, which makes the response to steering inputs quicker. The driver also notices the high grip and stability of the Mercedes-AMG GT C Roadster during rapid changes of direction, without the usual tendency for the rear to break out.

On board as standard: the rear-axle locking differential

As standard the AMG GT C Roadster is equipped with an electronically controlled locking differential at the rear axle (Mercedes-AMG GT Roadster: mechanical locking differential), which is integrated into the compact transmission housing. Its sensitive and rapid control elevates the physical handling limits to a new level. It not only further improves the grip of the driven wheels, but also increases the cornering speeds at the limit.

High quality and exclusivity: the interior

The interior design echoes the design lines of the exterior. The dashboard places an extreme emphasis on width, creating an impression of a powerful wing.The high beltlines, concave door panels, dynamically rising centre console and low seat position perfectly integrate the driver into the cockpit. The new, light-coloured interior in macchiato beige Exclusive nappa STYLE leather is available for the first time, lending the open-top sports car even more individuality and exclusivity.

More lateral support and comfort: AMG performance seats

The optionally available AMG performance seats provide even more lateral support with more heavily contoured backrest and seat cushion side bolsters. For the first time the AMG performance seat is also optionally available with the AIRSCARF neck-level heating system, which makes open-air driving enjoyable even in low outside temperatures. The air vent is seamlessly integrated into the seat's head restraint area. To meet the individual preferences of customers, the temperature of the warm airflow can be set in three stages.

Customers wishing to enjoy comfortable temperatures even on very hot summer days will also opt for the seat climate control, which is also available exclusively for the AMG performance seat for the first time. The intensity of the climatisation can also be set in three stages.

Impressive sound in the interior: Externed Coupled Subwoofer

The Burmester surround sound system and the Burmester high-end surround sound system ensure a very special musical experience in the AMG GT Roadster. Both systems benefit from an innovation developed jointly by AMG and Burmester: the Externed Coupled Subwoofer (ECS). This new bass sound reproduction system with an extremely low bass range turns the open two-seater into a mobile concert stage.

Instead of a subwoofer box of limited dimensions, ECS uses the entire interior as a bass box. This is made possible by a special aperture in the right rear wheel arch. The subwoofer is connected to the bodyshell via this aperture, transmitting the impressive sound.

Mercedes AMG GT Black Series to land in 2018

AMG boss says hardcore GT supercar will take some time to get right

Should the 577bhp, rather mad Mercedes AMG GT R not be enough for your oversteer needs, you might need to employ a little patience. Because the AMG GT Black Series - follow up to the madcap SLS AMG Black Series, pictured - looks set to land in 2018.

Speaking to TopGear.com, AMG boss Tobias Moers noted that the most hardcore of AMG GT models will take some time to configure, but could arrive the year after next.

So it is coming. And it will be something truly special. “Theoretically we’re working on a Black Series, putting together all our ideas on what we can do for that car, but I don’t just want an overpowered machine,” he tells TG.

The hardest AMG GT packs 577bhp in ‘R’ guise, and also consider the sheer speed and punching power of the new E63 AMG. “I know the GT R chassis is able to handle more power,” Moers tells us, “but we have 585hp (577bhp) in the GT R, and 612hp in the E63.

“I guess just adding another aero element to the GT R is not enough for a Black Series. I do have some ideas…” he added. Sadly, one of those ideas – despite silly pressure from TopGear.com – doesn’t involve strapping in a monster naturally aspirated V8 for an extra special touch.

Still, the upcoming Black Series will adhere to AMG’s new philosophy of balancing banzai performance with “outstanding driving dynamics”.

And also bear in mind that next year, AMG celebrates its 50th anniversary. Moers promises we’ll get special edition cars announced very soon, so watch this space for more news.

The question remains though: what on earth is he planning for the Black Series? Feel free to speculate below…

AMG tweaked the GT’s aero package in a big way, with active elements adjusting the R’s aerodynamic profile according to speed. The coolest feature is the almost (but not quite) invisible carbon-fiber front splitter that reduces the narrow gap between chin and ground by 1.6 inches, creating a venturi effect that sucks the GT R to the asphalt. The front fascia’s outer vents lower the drag coefficient by generating “air curtains” around the front wheels, and—when not needed to cool the engine or brakes—the large vents partially close to reduce drag. Around the back, a sizable diffuser and a manually adjustable wing battle for the gapes of onlookers.

Got stance, hasn’t it?

From where I’m standing the Mercedes-AMG GT R is pure intimidation: fat, wide, low and aggressive. Commendably like the GT3 racer, in fact.

So which came first, racer or road car?

Neither – they have very little in common. The GT R is a development of the GT S road car, not a detuned racing car. Having said that, if you’ve caught a sniff of Nurburgring lap times recently, you might be aware that a GT R has just got itself round there in 7min 10sec, which Merc claims is a record for rear-wheel drive cars. Hmm. A Radical SR8 LM has got itself around in 6min 48secs and although they never published the result, we’ve no reason to doubt McLaren’s P1 dipped below the 7min mark.

But leaving all that aside, a 7min 10secs lap is astonishingly rapid for a comparatively civilised road car. Quicker than a Viper ACR or Corvette ZR1 (surely the closest in layout and ethos to the Merc), only just adrift of a Nismo GT-R. This is good, it proves there’s more to the AMG GT R than doing big, smoky slides.

But is it really a track car?

That’s what we’re here to find out. For a kick off, the amount of work that’s gone into it is deeply impressive. Let me run you through the basics before I tell you about it in detail.

There’s now four-wheel steering, carbon fibre body panels, moving underbody aero elements, another 74bhp from the twin turbo V8, fully redesigned suspension, extra supports to boost torsional rigidity, nine-position traction control that promises Ferrari-style controlled skidding, adjustable coil over spring/damper units, standard Michelin Pilot Sport Cup 2 tyres…

Woah, steady on, I have brain ache…

You and me both. A dizzying amount of work has been done to justify the £31,750 price increase here. The aim is to make the GT R a more focused and rewarding car to drive than the GT S. That’s something I wholeheartedly endorse, because I’m not a big fan of the standard AMG GT – it’s a snatchy, fighty car on a bumpy road, aggressive and demanding. You need to have your wits about you at all times because the margin for error, between quick steering and lively back axle, is small.

I know, I know, surely this one’s going to exaggerate those attributes, then. But wait, Merc has previous – when the SLS Black came along, it was a far more tightly controlled and composed car than the rather wayward standard SLS. And when I had a passenger ride in the GT R alongside AMG boss Tobias Moers at Goodwood back in the summer, I came away sensing the GT R felt friendlier, more together.

And is it?

I’m going to keep you holding on a little longer, as I want to do some digging into the technology Merc has shoved under these swollen panels. We’ll start at the front and work back.

So there’s a new nose, inspired by the old 300 SL Gullwing racer that won the Panamericana road race in Mexico in 1952, and largely carried over from the GT3 racer. I’m sure it could be more in-yer-face, but as yet I can’t work out how. Behind the lower airdam are flaps to control airflow, and underneath, still in front of the engine, there’s a carbon fibre panel that lowers itself by 40mm at speed, adding a venturi effect and claiming to reduce front axle lift by 40kg at 155mph.

The front wings are of course new (and made of carbon fibre), to cover the 46mm track width increase. Wider wheels and tyres are held further away from the body by double wishbone, forged aluminium suspension and controlled by new coilover adjustable spring/damper units.

Haven’t we got back as far as the engine yet?

We have now. The AMG GT is front mid-engined (the weight distribution is actually a slightly rear-biased 47:53 thanks to the gearbox sitting on the rear axle), and wears a pair of turbos inside the vee of the 4.0-litre eight. The turbochargers are new, boost has been increased from 1.2 bar to 1.35 bar and they can spin up to 186,000rpm – that’s 3,100 revolutions per second fact fans.

Elsewhere in the engine the compression ratio has been altered, the combustion has been remapped, the exhaust ports modified and the cylinder liners now wear the same Nanoslide coating as Lewis’s F1 car to reduce wear and friction. There are dynamic engine mounts, as well – but the GT S has those, too.

A 13.9kg carbon fibre torque tube (40 per cent lighter than the GT S’s aluminium item) surrounds a 4kg carbon driveshaft that takes 577bhp and 516lb ft rearward to the gearbox – which, you guessed it, has come in for some alterations. First is now longer, seventh shorter and the final drive ratio is lower, too. Shifts are sharper and Race Start (what AMG calls launch control), uses higher revs and a more aggressive strategy.

Rear track widths are up 57mm and again we have new components – a whole new back axle in fact. Including that four-wheel steering system. Two electro-mechanical actuators replace conventional control arms (there’s no mechanical link to the steering wheel), and can alter the toe angle by 1.5 degrees. The idea is to sharpen up turn-in below 62mph by counter-steering, and improve stability above that speed by turning in the same direction.

So it’s a hardcore front-engined, rear-drive coupe with four-wheel steering. Sounds a lot like the Ferrari F12tdf…

But around a third of the price. And hopefully far friendlier to drive than Maranello’s savage. I drove that recently and boy is it… Sorry, digressing. What haven’t I mentioned? Well, there’s a carbon roof, and additional carbon bracing underneath the exhaust (now titanium and 6kg lighter) that improves torsional rigidity by 7.5 per cent. There are two additional diagonal brace beams across the engine bay, too, less sound insulation and the very trick nine position traction system operated by a yellow knob in the middle of the dash.

Anyway, despite all the mods and the chunky rear wing, a fair bit of give and take on the weight means all-up the GT R is 15kg lighter than the GT S. That’s not a bad result, giving it a healthy 371bhp/tonne power to weight ratio – 51bhp/tonne better than the GT S and ballpark compared to rivals such as the McLaren 570S (399bhp/tonne), Audi R8 V10 Plus (387bhp/tonne) and Porsche GT3 RS (346bhp/tonne). I know, the rivals cover a bit of bandwidth, but that’s because the GT R does as well.

So what’s it like to drive?

Way better than the GT S, for starters. Not just around a track, but on the road as well. Let’s start there, in fact, because I think that’s the GT R’s biggest gain. I expected it to be better around a circuit, but hadn’t anticipated just how much more together it would be on the road.

Of course I didn’t fiddle with the suspension settings beyond the usual Comfort/Sport/Sport+ electronic controls, but what struck me was a) how much chassis rigidity had improved, and b) how compliant the ride was. The two aren’t unrelated. A stiffer platform has allowed AMG to soften off the springing. Bucking and pogoing on bumpy roads has been drastically reduced – not completely eradicated because that would be impossible given your backside is pretty much on top of the back axle. You do get some vertical motion, but it’s well controlled by the dampers, and the extra width has enhanced stability.

It’s taut, sharp and agile. You no longer cling on for dear life, but can actually trust the power, grip and chassis poise. It’s not snatchy when you turn in and the rear end follows faithfully. You’re not just travelling faster, but you’re more in control, too. And it’s such an event to drive.

Because of the engine?

That’s a big part of it, yes. As far as I’m concerned, there is no better sounding turbocharged car. The GT R makes a colossal noise, a whooping, hollering, deep V8 bellow that comes up from the very bottom of its engine block. And the thrust that accompanies it is equally impressive.

I know the numbers (0-62mph in 3.6secs) may not sound that awe-inspiring, but for a rear-driver with the engine up front that’s not bad, and the way it punches forward once you’ve got 3,500rpm on the dial is mighty. On the main straight at Portimao it was registering 265kmh (165mph), and still pulling very hard indeed.

With your view out framed by the broad, shallow windscreen and long bonnet, your ears full of trumpeting V8 and the suspension batting away the worst that Portugal’s roads have to offer, the GT R feels very good indeed. It’s not quite up to McLaren 570S or Porsche GT3 RS levels of tactility and poise – largely because it weighs around 150kg more, I suspect, but it’s a different type of car to them.

Not a track car then?

It’s not that, but having the engine up front pulling, rather than pushing, and the heavy mechanicals (engine and gearbox) sited ahead and behind you, rather than all together, does give the GT R a different feel. What has improved markedly is how harmoniously the front and rear axles work together. They don’t in the GT S, but here the link between the two is more rigid, so what you do at one end – steer or accelerate – has an instant effect at the other as well.

This makes it easy to accurately trim your line through corners and place the car on the road. It’s very accurate and although the usual complaint about absent steering feel holds true, you have confidence in the GT R’s behaviour. The variable rack feels pretty natural to use, not artificially sharp, and the brakes (optional ceramic stoppers with 402mm front and 360mm rear discs) are utterly mighty.

Quick mention for the gearbox, too. I didn’t particularly notice the shorter gearing, but left to its own devices on track it made good decisions. When I did the paddle-pulling myself downshifts seemed slightly more hesitant. You demand them even when you don’t need them, just to hear the revs flare once more.

It’s rampant on a circuit, a proper blood-curdling event of a car. It often seems on the verge of running away with you, but has the manners and talent to rescue itself from every situation. It will understeer if you brake too late, but otherwise the nose is sharp and gives tremendous turn-in (thank the 4ws system for that). Through the higher speed stuff, you do get the sense that the more advanced aero is working hard, too.

You can play with the balance through the middle of the corner and the GT R will be alert and responsive, then – depending on where you’ve got the traction control wound to – you can alter your angle of attack at the exit.

Does that nine position traction system make a difference?

Absolutely. Counter-intuitively you have to have the conventional traction fully disabled via a button on the centre console, and then you use the yellow knob to select just how much margin you want. It’s not really a drift control like Ferrari’s SSC, but instead is designed to improve your trajectory and exit speed. Slacken it off too much and you will get pronounced oversteer (577bhp will have that effect), but there’s a happy point just beyond half way round the dial where you have all four wheels working hard and the car neutral. It’s very satisfying.

So what sort of car is it, road or track?

In essence it’s simply a considerably better AMG GT. Maybe with a touch more track emphasis, but essentially with much better manners everywhere. And yes, that does mean Merc still has room in the GT portfolio for a GT Black Series to go chasing the GT3 RS.

But that’s not for now. As for the GT R, I don’t think there are any drawbacks over a GT S – it’s no less practical or any less refined, the seats are fantastic, the driving position low, snug and secure, it rides markedly better and is more stable and driveable.

It’s hugely amusing – slightly less grown up than an Audi R8 or Porsche 911 Turbo, less professional than a McLaren 570S. A proper charger, confident and proud. It knows how to have a good time, but also how to keep control of itself. It’s probably closest in character to a Corvette Z06. So this is not merely a hardcore version of the AMG GT, but a car with enhanced abilities in all areas. I said earlier that I wasn’t a fan of the AMG GT before. I am now.

As part of its 50th anniversary Mercedes-AMG is this year celebrating not only the successful past and present; above all it is looking forward. With the show car Mercedes-AMG GT Concept the sports car and performance brand is giving an indication of the alternative drive configurations AMG is designing. Over and above this the four-door coupé heralds the further extension of the AMG GT family. The third model series after the SLS AMG and AMG GT is now being completely autonomously developed at the company’s headquarters in Affalterbach. The designation and fundamental design elements on the front and tail end denote the family affiliation to the AMG GT. The "EQ Power+" identifier on the mirror cam indicates the increased performance that can be expected from hybridisation at AMG.

"With the Mercedes-AMG GT Concept we are giving a preview of our third completely autonomously developed sports car. And extending the attractive AMG GT family to include a four-door variant. Plus the GT Concept – like the AMG Hypercar, which we are presenting at the International Motor Show in Frankfurt – illustrates how we are defining performance of the future at AMG. Impressive driving dynamics coupled with high efficiency, resulting from an innovative drive system and tailored to the vehicle segment in question – that is Future Performance made by AMG. With our AMG GT Concept that means a combination of an ultramodern V8 petrol engine and a high-performance electric motor. Both intelligently networked and with a modular battery concept with a combination of extremely powerful yet light batteries. This performance hybrid powertrain offers an impressive electric range and the opportunity to generate a system output of up to 600 kW in its last level of development. It covers the sprint from 0-100 in less than three seconds – which corresponds to a super sports car level" says Tobias Moers, CEO of Mercedes-AMG GmbH.

The four-door sports car from Affalterbach will seamlessly continue the success story of the AMG GT. The dynamic fastback will also be highly suitable for everyday use thanks to the large tailgate and the variable interior and luggage compartment. The new coupé thus blends the high functionality of the performance cars with the sportiness of the AMG GT sports cars. The show car gives a sneak preview of the exterior design of the coming series production model.

Muscular proportions, large volume and clear surface designs

With the aid of the unmistakeable design idiom with a deeply drawn bonnet and powerfully raked windscreen, the AMG GT Concept is recognisable at first glance as a genuine AMG GT. The exterior design stands out with extremely muscular proportions, a large volume plus sensuous and simultaneously reduced surface styling. The concept car represents the design philosophy of Sensual Purity and lends it the added performance characteristic of AMG.

"The GT Concept embodies the most extreme expression of our design idiom and underlines anew the autonomous profile of AMG as a performance brand", said Gorden Wagener, Chief Design Officer Daimler AG. "Through perfect proportions it creates a puristic design with the emphasis on its surfaces, featuring sensuous shapes and is hot and cool at the same time."

Advanced AMG GT characteristics

The Panamericana grille with vertical ribs painted red on the sides, the new configuration of the extremely slim main headlamps and the side air gills with their dominant design in the front apron are hallmark AMG GT design characteristics which have been advanced to a new level here and express pure power. The bonnet reaching right to the wheel arches underscores the decidedly sports car genes together with the two powerdomes. This is also expressed in the extravagant paintwork in the colour shade hot red with a finish that shimmers in the light like liquid metal thanks to a special formulation.

The Mercedes-AMG principle that fascination is always linked with function also applies to the study. Proof of this includes the moving radiator shutters in the centre and side air intakes, which improve the aerodynamic and thermal efficiency and are inspired by the active air control system AIRPANEL in the AMG GT R.

Pioneering: "Nano active fibre technology" for daytime running lamps and tail lamp showcasing

With the "nano active fibre technology" Mercedes-AMG is presenting future-oriented daytime running lamps for the first time. This is produced by a special bright light system in a freely styled light cord. The three-dimensional illumination effect lends the AMG GT Concept an autonomous light signature, which is flanked by numerous further measures in the high-tech headlamp. The turn signal light function is integrated at the top edge. The serial turn signal pulse ("flashing light indicator") has again been enhanced and impresses with its extremely rapid sequence. Two tubular rod lights illuminate the road surface directly in front of the car and constitute the driving light together with the large LED main headlamp and its lens system. A golden sail-shaped badge supplements the individual impression, and a red AMG logo denotes attention to detail. Overall the front headlamp is a three-dimensional multilayered high-tech component which underscores the technical standards of the performance study with features in gunmetal grey and brushed aluminium.

Rear assembly in hallmark AMG GT look

The width-biased rear assembly also cites the unmistakeable AMG GT look with the extremely slim horizontal tail lamps and the shape of the tailgate. The tail light also has the new light technology, which is located beneath the three-dimensional lens of the rear lamps. A ribbed cooling module is integrated into the lens to guide the waste heat to the exterior.

Further design elements at the tail end are the wide carbon-fibre diffuser curved downwards at the sides and the centrally arranged tailpipe trim reminiscent of the Mercedes-AMG GT R.

The crouched, dynamic greenhouse with its steeply sloping roof line and the slim layout of the frameless side windows emphasise the dynamic forwards thrust of the AMG GT Concept when seen from the side. The tapered side drop and the broad rear shoulder in the area of the flared wheel arches reinforce the muscular expression. The function of the exterior mirrors on the study is taken care of by aerodynamically favourable miniature cameras, known as mirror cams. The roof, the A‑wing of the front spoilers, the rear diffuser and the side sill panels in high-quality yet light carbon fibre make the connection with motorsport.

The very expressively styled wheels in a fine-spoke design allow a good view of the AMG ceramic high-performance compound brake. The brake callipers are painted in a bronze colour and bear the "AMG Carbon Ceramic" lettering.

AMG Future Performance: forward-thinking hybrid drive system

The drive system of the AMG GT Concept represents a completely new development. With the SLS AMG Electric Drive back in 2010 Mercedes-AMG proved that a super sports car with a battery/electric drive system can be realised – with astounding performance and maximum driving pleasure. Formula 1 driving dynamics and efficiency are promised by the planned AMG Hypercar. It gives a sneak preview of the ultimate that is currently feasible with hybrid technology.

Based on this experience, the AMG GT Concept study conveys an impression of the alternative drive configurations Mercedes-AMG is designing. Following the AMG brand pledge "Driving Performance" Mercedes-AMG will in future develop segment-specific hybrids with an impressive performance gain which not only ensure an incomparable output, but also maximum efficiency.

Innovative combination of combustion engine and electric motor

After the Formula 1 vehicle, the show car is the second AMG model to bear the new designation "EQ Power+", which all performance hybrids from Mercedes-AMG will be given in future.

The performance hybrid system combines the powerful 4.0 litre V8 biturbo engine with an additional powerful electric machine and thus ensures extremely immediate response and offers an extraordinarily high system performance. The sprint from 0-100 km/h can be mastered at a super sports car level by the AMG GT Concept in less than three seconds.

Characteristically for the brand, the maximum Driving Performance in the form of extremely high driving dynamics is the Affalterbach engineers´ focus. This is why the AMG GT Concept has a balanced axle load distribution. The fully variable AMG performance 4MATIC+ all-wheel drive is also supported by the electric motor. It drives the rear wheels directly and has the effect of an additional booster. Besides this, according to the principle of Torque Vectoring, every wheel can be allocated torque individually. The result: the driver directly experiences a tangible increase in performance.

The scalable performance battery

It is set to extend the portfolio of Daimler AG to include a performance-oriented alternative: The energy storage unit is more powerful than conventional hybrid batteries, but at the same time more compact and lighter – further proof of the systematic way in which the AMG Lightweight Performance Strategy is being implemented. On a modular basis the system is scalable upwards, so that the performance and capacity of the battery can be adjusted to meet specific requirements of customers or certain markets.

The charging of the battery during the journey occurs on the one hand via brake recuperation, but on the other hand also with the aid of the combustion engine if the battery charge has dropped beneath a certain threshold value.

Power from two drive systems: performance operating strategy from Formula 1

The operating strategy of the AMG GT Concept is derived from the hybrid powerpack of the Mercedes-AMG Petronas Formula 1 racing car. As in the champions league of motorsport, the battery is also charged whilst the vehicle is being driven so as always to have the full amount of electrical power available – and for instance to be able to accelerate out of bends in a flash with full thrust. The transfer of knowledge works through the cooperation with the development engineers at Mercedes-AMG HPP (High Performance Powertrains GmbH), meaning that the operating strategy of future performance hybrids from AMG will be perceptible all the time.

The electric drive unit

Three operating modes can be preselected via the electric drive unit: the AMG GT Concept either drives purely electrically or only with the combustion engine or it optimally combines both drive sources with one another as a hybrid.

The manifestation of the operating strategy, the definition of the drive programs and fundamental hybrid components are exclusive AMG developments, which all pursue the same aim: to facilitate a unique dynamic driving experience with Driving Performance in future, too.