Is the Mercedes-AMG GT 43 a sales risk or a marketing success?

We knew it was technically possible, but we never expected Mercedes-AMG to bolt a turbocharged four-pot under the long hood of a halo model. Still, here we are. Mercedes shocked the automotive world when it introduced its AMG GT 43. If you’ve been paying attention over the past few years, you’ll know that the AMG nomenclature has changed a bit. Numbers 55 and 63 are reserved for the 4.0-liter twin-turbocharged V8, 53 is used for the turbocharged inline-six with or without electric assist, and 43 is used for the twin-turbocharged 3.0-liter V6 to 2.0-liter Changed. 4 pot with turbocharger.

We should have seen this coming. The AMG GT Coupe shares its platform with the new SL. The 43 version of the SL debuted a while ago, and we spent some time with it around South Africa’s famous Kyalami racing circuit. It’s not exactly a sports car, but it makes some sense if you need a luxury vehicle to get to and from the golf course. However, since the coupe is a more focused sports car, we did not expect Mercedes to reduce the number of cylinders to his four.

But before we dive into this all-new GT model, it’s worth looking into both the history of AMG’s turbocharged four-pot and the history of the AMG GT. Understanding both is essential to fully understand why they had to be kept separate.

AMG’s first turbocharged 4-pot

Mercedes-AMG surprised the automotive world in 2013 with the introduction of the A 45 AMG. It had the most powerful turbocharged four-cylinder the world had ever seen, with a specific power output comparable to that of the Bugatti Chiron. It was a masterpiece of technology, producing 355 horsepower and 332 pound-feet of torque.

As anyone who has experienced torque steer knows, that’s too much power to drive solely through the front wheels. (We’re looking at you, Ford Focus ST.) Mercedes therefore opted to send all of that power to the all-wheel-drive system via a seven-speed dual-clutch transmission. The same setup was also used on the CLA 45 AMG.

Mercedes-AMG wanted to make it as fun as possible, so the A 45 and CLA 45 now feature three-stage electronic stability control, while the facelifted model gets adaptive damping. All of this sounds very impressive, but the end result wasn’t as interesting as most AMG products.

This car had three main problems. First up is the 4Matic AWD system. Instead of a permanent AWD system, Mercedes made the A 45 and CLA 45 default to FWD, which activates the rear wheels when the system detects slippage. He can only send 50% of the power to the rear, which sounds outdated compared to modern he AWD systems. The second problem was the gearbox, which didn’t always shift as I wanted. The third issue was the price. When it arrived in the U.S. in 2014, the CLA 45 AMG was priced at $47,450 without options. Americans were used to AWD performance hatches that cost far less. The 2013 Golf R cost $34,000, and the 2015 Golf 7 R cost $36,000. By that time the CLA’s MSRP had increased to his $50,000 when the Focus RS debuted in his 2018 at a price of $41,000.

Sure, it was good for a laugh, but the driving experience wasn’t worth paying that much for. The $35,000 2018 MY Honda Civic Type R brings more smiles per mile.

AMG 2nd edition hyper hatch

The second-generation A 45 and CLA 45 arrived in 2020 and represented a major leap forward for AMG’s hyperhatches. Output has increased to 382 horsepower and 354 lb-ft of torque, but that’s not the only dramatic change in these cars. The old 7-speed DCT is gone in favor of an all-new 8-speed dual-clutch, and the AWD system has been updated to make the vehicle feel more like his RWD. The new 4Matic+ system can send up to 100% of the power to the rear, with a separate set of clutches on the rear axle distributing power to each rear wheel as needed.

The now standard drift mode added a layer of fun that the first generation of these cars sorely needed.

So it’s a lot easier to hand over $55,000 to Mercedes because you received a lot of fun in return. The only reasonable reason not to buy it was the Audi RS3 that came out with his turbocharged 5-pot. Those Group B sounds were more than enough to draw people away from the Mercedes.

The third evolution of four pots

The 2.0-liter turbocharged four-pot in the C 43, SL 43, and current GT 43 is the same 2.0-liter turbocharged four-pot used in the first- and second-generation A 45, CLA 45, and GLA 45 Not. There are two additional trump cards that can be played, the first being a mild hybrid system that is primarily used for torque filling. The most important part is the electric exhaust gas turbocharger, which is actually F1 technology at work. Rather than relying solely on exhaust gases to spin the impeller, the electric motor continues to spin at a higher speed, resulting in less lag. Basically, Mercedes-AMG has found a way to reduce turbo lag, but they’re not the first to use this setup.

The concept dates back to the 1990s, when BorgWarner first started considering it as a solution. Unfortunately, cars at the time didn’t have enough power to run such a system, so fast forward to his 2020, when Audi introduced his diesel-powered SQ7, which was not available in America. Not introduced. His gas- and diesel-powered SQ8s both came standard with 48-volt mild hybrid assist, but only the diesel used electricity to keep the impeller spinning at high speed. Garrett further refined this concept, and the official name of the system installed in Mercs was Garrett Motion EAT.

Origin of the AMG GT Coupe

The SLS isn’t Mercedes-Benz’s first supercar. Some would argue that the original Gullwing was the first. And let’s not forget his stunning CLK-GTR Strassen version, of which 6 roadsters and his 20 coupes were built. However, the SLS is the first standalone product completely designed by his AMG division.

Affalterbach’s engineers and designers knew they had to go all out, and they delivered admirably. They hit the point of a supercar perfectly, creating something that looks great and is extremely exciting to drive. It was a European Dodge Viper with a lot of character, mostly thanks to the silly doors, but essentially two seats strapped to a longitudinally mounted 6.2-liter naturally aspirated V8 engine.

Mercedes-AMG perfectly succeeded in its brief in terms of handling. I didn’t win the battle against the Ferrari 458, McLaren 12C, and even the Porsche 911 GT3 on the circuit, but it was fun. It was so fast that it could be called a riot, and when I turned off the traction control, it tried to stick its tail out. Sometimes it would hit bumps in the road or suddenly jump from side to side, which was a little scary, but it was actually a big, fluffy Golden Retriever car. Best of all was the theater. The gullwing doors made you feel like a spy and the V8 engine was always present. At low speeds, it made a satisfying burbling sound, constantly reminding me of my desire to be let loose. At full throttle, it’s the automotive equivalent of his 1812 Overture.

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SLS was a success, at least from a brand-building perspective. Mercedes-AMG needed to follow suit, but for the SLS successor to be successful it needed to be closer in price to the Porsche 911. The original AMG GT Coupe was smaller, had regular doors and was powered by AMG’s 4.0-liter twin-turbocharged V8. The GT’s design is even more beautiful, and its traditional doors and much larger trunk make it much easier to use on a daily basis. Driving-wise, they were pretty much the same, but the GT was a little more docile. Nothing scary or unexpected happened, but I could still hear the constant whirring of the V8 as I drove. Mercedes-AMG made more hardcore models and broke some records, but the standard GT S was everything to all men. It was sold for six years until Mercedes withdrew it, and the 2024 AMG GT was announced last year.

The 2024 model is built on the same platform as the SL and was a great starting point. Using this platform, Mercedes fixed all of his GT’s major problems, finally making his GT a legitimate rival to his 911. The primary power source is still his 4.0-liter V8 in two states of tune, but that power is now sent to a standard all-wheel drive system for ultimate control. The 2+2 seating is great and the interior is more luxurious and packed with technology than ever before. And, like its successor, it also provided a constant V8 soundtrack.

Are you starting to see a pattern here? The only constants are the epic design and V8 soundtrack.

Two worlds that should have been separated

Mercedes’ press releases try hard to convince journalists that the GT 43 AMG is a good idea. It’s the only rear-wheel-drive model in the lineup, and is claimed to save 250 pounds compared to the V8 model. The numbers are good too. This four-pot produces 416 horsepower and 369 pound-feet of torque, enough for a 0-60 mph time of 4.5 seconds and a top speed of 174 mph. It’s not slow, but that’s not the point.

The SLS, the first-generation GT, and the current GT 55 and GT 63 are automotive glamor venues. It looks great and is accompanied by a guttural soundtrack. This was a unique selling point within this segment. The Jaguar F-Type is dead, the Aston Martin Vantage is now a $200,000 car, and the Lexus LC 500 is more of a grand tourer. The Chevrolet Corvette Z06 is an attractive alternative, but I have a sneaking suspicion it will appeal to a completely different demographic.

This leaves the powerful Porsche 911 as the GT’s main rival, which is a big deal. Any 911 is a great machine, whether it’s a base Carrera or a GT3 RS. It’s a cliché in the auto industry, but anyone who’s ever been behind the wheel of a 911 knows why automotive journalists love it so much.

Looking at the prices of the GT 55 and GT 63, it’s clear that the GT 43 is targeted at the base Carrera. The 911 Carrera costs about $115,000 and is probably everything most people need in a 911. The 3.0-liter, twin-turbocharged flat-six produces 379 horsepower, delivering a 0-60 mph time of 4 seconds on flat ground and a top speed of 182 mph. It easily beats the GT 43 in terms of performance, giving you the famous 911 handling, steering feel, excellent PDK transmission, and flat-six soundtrack.

I understand that Mercedes-AMG needed to make a cheaper GT to increase sales, but I can’t see anyone leaving a 911 and buying a Mercedes halo model with a turbocharged 4-pot engine. unimaginable.