We get up close with the new Mercedes-AMG GT R

Mercedes-AMG took their already successful GT, gave it a new bodykit, lowered the ride height and slapped on a $50k premium. True or false? We wanted to find out, so 3 Point Motors in Fairfield graciously lent us their time to show us what the GT R has over the GT. (Note: this is not a sponsored post)

First and most obviously, there is the GT R's unmistakable presence. Even in a showroom, it's immediately apparent that the GT R is a different beast to the GT S. Its track is 46mm wider, and elements such as new side sills and the new front fascia give the car a much lower appearance. These may seem like insignificant measures, but they make for a not so subtle difference.
The GT R is without question a track-bred beast - having spent countless hours testing on the Nürburgring in Germany, its sole purpose is to take the fight straight to the Porsche GT3 RS's of the world. 

It's remarked often that the front of cars can adopt certain expressions - sometimes uncannily well. With the GT R, it's that of a snarling dog - perhaps even a shark. The point is this car is aggressive, intimidating almost - an effect we're not unused to with some of AMG's most hardcore offerings.
And hardcore the GT R is, with a 4.0L twin-turbo tuned to produce 430kW of power and 700Nm of torque - an extra 55kW & and 50Nm over the formerly range-topping GT S. It also benefits from extra boost squeezed out of its twin-turbochargers. The R's exhaust note has a snarl to it which is smile-inducing. Some will say AMG is unrivalled when it comes to making exceptionally raw sounding turbocharged engines.
In fact its visual presence paired with its exhaust note puts the GT R right up there among the most formidable cars on offer.
Transmission is a 7-speed DCT (dual clutch) mounted over the rear axle to balance the car's weight distribution (the exact ratio is 47:53). First gear is longer than the GT S (i.e. achieves a higher speed), while 7th gear and final drive are shorter to assist in acceleration while on track at higher speeds.

Suspension is electronically controlled adjustable coil-overs, which is essentially designed for racing and track use. Impressively, drivers are able to infinitely adjust the springs settings onboard, just as your GT3 racing heroes can in their track-only race cars. 
A technology which is becoming evermore popular in supercars is rear-wheel steering. In the GT R, below 100km/h the rear wheels move in the opposite direction to the front wheels to reduce its effective wheelbase. Above 100, they move in the same direction to 'suck' the car into corners and give it a tighter line. Pretty clever stuff.
Overall performance numbers are suitably impressive. Mercedes conservatively published the GT R at 3.6 seconds to 100km/h, (0.2 seconds faster than the GT S), but German auto manufacturers are notorious for underestimating their machines' performance. 

The grille is a real feature of the car, and we're told we'll be seeing a lot more of it. It debuted on the GT R, though every future AMG model will come fitted with it - even the upcoming GLC 63. Dominated by fifteen vertical chrome members, the 'Panamericana' grille is inspired by the racing 300SL which took the trophy in Mexico's Panamericana road race in 1952. The gills on either side further give merit to our shark theory (does anyone else see it yet!?). ​The grille is raked forward on the GT R for a more aggressive appearance.

Around the back, the GT R features three unique titanium exhaust pipes. The smaller ones have little carbon-fibre sheaths above them to deflect exhaust heat away from the rear diffuser. The largest, taking a hexagonal form, is located centrally, flanked either side by the two smaller ones neatly tucked away into the rear diffuser. The diffuser itself is designed to pull air out from under the car, hugging it to the road.

The car's rear guards are flared an additional 57mm in total to fit the larger wheels and wider track.

The R is to the GT what the GT3 RS is to the 911 and the Speciale is to the 458 - its most track-focussed version. Its cabin, however, is by all standards a very comfy place to be. Every surface seems to be either leather or high-gloss black plastics, and unlike cars like Porsche's recent 911 R, creature comforts like radio, air-conditioning, and a full infotainment system with sat-nav remain fitted as standard. Bucket seats with racing harnesses also come standard, although on this car they were optioned out in favour of more comfortable AMG performance seats and traditional lap sash belts at no extra cost - a decision which may be regretted when the TC is dialled to 'off' (aka skids mode). 

A pair of neatly concealed cup holders are located conveniently at the front of the centre console (although you can expect your coffee to end up all over your favourite driving shoes in 'track' mode). The steering wheel is clad in alcantara, just like its GT racecar brethren.

The yellow dial located below the vents in the centre console is unique to the R. It gives the driver nine (nine!!) traction control setups to play with. In wet conditions, you'd be safest with the dial turned clockwise; anti-clockwise all the way and you have a very tail happy rear-wheel-drive AMG. Traction control intervenes when it detects the car is exceeding the level of slip programmed by this dial by reducing engine output and holding the slide to the specified level. 
An array of other switches and buttons, such as the exhaust and the vehicle mode button (including race mode) are designed to turn the GT R from placid puppy into snarling beast at a moment's notice.

Unique to the GT R and newly launched GT C, a pair of small outlets between the taillights are designed to dissipate heat generated from the exhaust pipes.

One of the most stand-out features of the GT R is undisputedly its huge gloss black rear wing. Its precise angle can be manually adjusted to suit the drivers needs, although we imagine most owners will leave it as delivered. The wing, active aero, and other measures combine for an increased surface contact of 155kg over the GT S at top speed!

The GT R at 3 Point Motors is optioned with carbon ceramic brakes made obvious by the gold callipers, and what we always consider a cool feature, the intricate hairline surface cracks on the discs themselves.

Much of the trickery that goes into making this a 7:10 Nürburgring car goes unseen. For example, underbody active aero, four-wheel steering and a lot of extra carbon-fibre bodywork for weight reduction measures.

As standard, AMG fits their new Interior Night Package to all GT Rs. The cross member in the boot, the steering wheel bezel and shift paddles are all finished in gloss black.

Though the order-book is likely lengthy, the GT R is not a limited run car - perhaps a future Black Series will fulfil the void for those after something in limited numbers. We figure the R will remain plenty exclusive.
At the other end of this model's range, the GT is the new entry level in the Australian market with an on-road price of $277,500 (the GT S was previously the only offering here). The GT R will set you back $372,000! Keep in mind that these prices are with an empty options sheet, unlike the car at 3 Point Motors.
We left the GT R with a sense of awe - even after a quick spin around the block in a GT S, nothing that sunny Saturday matched the child-like hype we experienced exploring the R. While the GT or GT S could make for the perfect daily driver, the GT R is more of an untamed beast which should be reserved for special occasions.

MCS Factfile:
Arrangement/no. cylinders & aspiration: V8, twin-turbocharged
Displacement: 4.0L (3982cc)
Power: 430kW at 6250rpm
Torque: 700Nm at 1900-5500rpm
Driven wheels: rear-wheel drive
​Transmission: 7-speed dual clutch
0-100km/h: 3.6s
Top speed: 318km/h
Kerb weight: 1630kg
​Australian drive-away price: $372,201.50