The most powerful AMG ever

Designed to be as exclusive as it is Herculean, the Mercedes-AMG GT Track Series, based on the Mercedes-AMG GT, is limited to just 55 units, but is touted as the “most powerful customer sports car” never built by AMG. It comes with an additional catch: you’re not allowed to drive it on the road, as it’s built to GT3 and GT4 race car standards, including the roll cage, lack of an AM radio /FM/Satellite, and no air conditioning. At least not the kind of air conditioning you’re used to in your 2022 Mercedes-AMG GT road car.

Why only 55 units?

The 55-car limit is no coincidence. It’s a number that celebrates the creation of Mercedes-AMG in 1967, 55 years ago. You will find this number on the raised plate on the center console. It also symbolizes the fact that each GT Track series car and its engine are handcrafted at the factory in Affalterbach, Germany, which makes them unique, to some extent.

It’s a racing car, first and foremost

Although presented as a hyper-exclusive car, the Mercedes-AMG GT is a racing car built to FIA GT standards. Thus, the driving position is designed as a safety cell, with an integrated head restraint, a driver’s extraction hatch in the roof and a complete fire extinguishing system. Surrounding the safety cell is a fully FIA-specified roll cage to protect the sole occupant from injury in most crashes. If a lucky buyer wanted to race their GT Track Series car, they would only need slight additions to make it legal for the FIA ​​GT3 or GT4 series or the equivalent in their region.

The most powerful AMG?

Now, being billed as the “most powerful AMG customer car ever built” would mean it should beat the 2014 AMG SLS E-Cell to 740 hp, 738 lb-ft of torque from four electric motors. Again, we’re talking about cars that have been produced and we’re not counting the AMG ONE still in development. Again.

With those 740 hp in mind, the GT Track Series outdoes the CLK GTR by 38 hp, but doesn’t quite beat the torque. That’s right, the 4.0-liter twin-turbo V8 makes 778 hp and 627 lb-ft of torque, missing the hottest AMG by around 111 lb-ft, due to the nature of electric cars and of their torque power.

For now, the GT Track series is the most powerful customer car built by AMG in terms of horsepower, while the SLS E-Cell remains the most powerful. The GT Track Series V-8 sends its power via a driveshaft to the six-speed transaxle built by Hewland for AMG competition cars with a magnesium case and an adjustable locking differential. Shifting is done by a pneumatic system with a pair of shift paddles located behind the steering wheel.

Hey, it’s a yoke!

Yes, we know the comparison between the Tesla Model S Plaid Yoke and the AMG GT Track Series wheel is going to be made, but understand this: the GT Track Series is designed to be used with a butterfly wheel. It does not require 2.5 turns to steer from stop to stop, as Tesla originally did. Its electromechanical power steering system is done right and not gimmicky like it is on the Model S Plaid. It was also designed by Cube Controls and mimics many of their sim racing wheels.

That being said, many of the controls are located on the steering wheel, just like on the S Plaid. FIA GT rules require working lights, including turn signals, high beam and flash to pass. Other functions similar to road cars include Bosch Driver Display Unit (DDU) 11 dash screen paging, engine start, windshield wiper on and off, windshield jet and a Push-To-Talk (think of it as pushing the button to make hands-free calls).

It also gives the driver a way to limit the speed of the car while driving down the pit lane, putting the transaxle in neutral and turning on a pump to give the driver a drink. The dashboard isn’t quite like yours, however, as it’s designed to give the driver engine rpm, shift points and lap and split times as well as vital engine information and an estimate of the empty tank. No GPS, no radio information, not even an odometer.

Central console

On the center console, you won’t even find a radio. There’s a mesh loop on the right side for extra protection in a crash and a single vent to help cool the rider, with a fan control located just below. On the far right is a brake bias adjuster which changes the pressure the brake pedal sends to each master cylinder, as there is a small balance bar between them with its center pivot at of the brake pedal. Usually anyway.

The fuel reset is for that blank estimate mentioned in the dashboard description. The MAP button is there for engine fuel mapping, not just any GPS, but the driver can dim or brighten the dash or even turn on the cockpit light. We think the “rainlight” button is for the flashing red light that the FIA ​​requires to be on during rains so drivers behind you know where you are in the rooster tail of water blowing out of the car.

Moving down to where the center console controls were on the GT road car, there are controls for how much ABS and traction control are activated as well as an ABS reset switch. To their right is the control for adjusting the exterior mirrors, because adjusting a manual mirror perfectly is a hassle, even in a racing car. The next three below are the ignition switch, the main car electronics reset switch, and how you tell the transaxle to go in reverse. The last two buttons are relatively self explanatory as they are the fuel pump switch and the fire extinguisher switch. In addition to this fire extinguisher switch in the cockpit, there is one located on the outside of the car that track workers can knock on. The two button-head levers between the seat and the console are anti-roll bar adjusters for the front and rear.

The chassis

Like most race cars, the GT Track series allows the team manager – or owner – to tune the chassis to optimize performance and give the driver the feeling of having total control. The car pulls out or pushes too much in a turn and the driver is not going to push. That means the lightweight 18×12-inch front and 18×13-inch rear AMG forged-aluminum wheels are controlled by a set of rebound and compression-adjustable shock absorbers. This keeps the 13/26-18 front and 13/28-18 rear tires in constant contact with the ground. Keep in mind that racing tires are measured by their width and circumference, not their percentage sidewall width and height. Our numbers are also a conversion from the metric system, rounded to the nearest whole number.

Interestingly, AMG chose not to use a single lug nut setup for the wheels and instead it has five lugs. This isn’t a big deal for track days or sprint races, but if the owner decides to do endurance racing, he might want to hire some old NASCAR tire changers. Regardless of that, the 3,086-pound GT Track series brings to a halt using a set of six-piston front and four-piston rear brake calipers that squeeze 15.4-inch front and 14-inch rear rotors.

It’s a racing car, it will take damage if used correctly

Fortunately, for owners looking to keep up with their AMG GT Track Series, AMG offers full support and service to Mercedes-AMG Motorsport customers. This includes pre-delivery technical training, one-on-one technical support during track days or club sports activities when you request it, telephone support during race weekends, and logistical support for parts sourcing. replacement.

It’s a race car, it’s also going to be expensive

How much does the privilege of owning the Mercedes-AMG GT Track Series cost? For everything but a spares starter kit, seat and helmet ventilation system, watering system and passenger safety cell will set you back $406,062.36. Worldwide sales are handled directly by Mercedes-AMG from Affalterbach, Germany, the global headquarters of Mercedes-Benz’s performance arm. They expect sales of this ultimate AMG customer car to begin in the second quarter of 2022. However, if you want to secure one of the 55 being made, you might want to order now because we’re sure ‘they won’t last long. .

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