Mercedes-Benz AMG GT vs Aston Martin DB11

What's the difference?

The GT63 4Matic+ is a breathtaking example of everything that Mercedes-Benz and AMG are.

Ferociously fast, incredibly agile and superbly sophisticated, it should be on anybody’s shortlist, if that also includes a Porsche, Aston Martin, Maserati or even a Lamborghini. And it’s definitely much more than yesterday’s SLC ever was – for similar money in today’s terms, as it turns out.

But, around Tasmania’s glorious roads at least, the Mercedes-AMG lacks the ride comfort and road noise isolation to be a fully-rounded-out GT, and that’s a disappointment for a brand with such formidable history in making such cars.

The Aston Martin DB11 AMR is fast, capable and beautiful. It has a unique character and charisma its Italian and German competitors can’t match. That said, some important media and safety-tech features are absent. So, it’s not perfect... just brilliant.

This is still clearly a Mercedes AMG GT coupe, like the 2014 C190 original, but a ground-up redesign sees it subtly yet significantly altered.

Some 270kg heavier than before, the larger-in-every-dimension body combines aluminium, steel, magnesium and fibre composite materials for improved rigidity and a lower centre of gravity. Length (4729mm) and wheelbase (2700mm) have been stretched by 177mm and 70mm respectively. Width (1984mm) and height (1352mm) are also up.

The nose treatment is similar to before, especially with the bulgy bonnet and signature vertical slatted grille fitted. These, combined with the LED digital headlight shape effect, is reminiscent of, but far-better executed than, the goofy-looking MG5’s face.

Underneath, it's an all-new platform shared with the SL, with the rear transaxle of the old car replaced by a permanent AWD system, leading from 46:54 front/rear weight distribution to 50:50 as a result.

That aggressive, exaggerated cab-backward/ultra-long bonnet silhouette that visually connected it with the SLS gives way to more-conventional and practical coupe proportions that is striking if not especially original, since they do look quite 911-esque. Along with the longer wheelbase and wider tracks, the result allows for two small rear seats to be fitted, while liftback cargo access remains.

Similarly, in the name of way-more usable interior packaging, Mercedes-AMG says it pushed the driving position nearly 180mm forward compared to the previous GT. Let’s see what that all looks like inside.

For a while there it looked like Aston Martin had fallen into the ‘everything looks the same’ trap, with Ian Callum’s breakthrough DB7 design in the mid-‘90s writing the script for the DB9 that followed, and heavily influencing everything else in the brand’s subsequent portfolio.

But in 2014, Aston’s design chief Marek Reichman sent a message with the DB10 Concept that things were about to change.

James Bond had Q and MI6 to thank for his DB10 company car in Spectre, but real-world Aston Martin customers were soon offered the DB11, which combined the muscularity of Reichman’s work on the ultra-exclusive One-77 from a decade earlier with the swooping, long-nosed proportions of his track-only Vulcan hypercar.

The hallmark of a well executed 2+2 GT is that it looks bigger in photos than it does in reality, and the DB11 is a perfect case in point.

Appearing limo-sized in our accompanying images, the DB11 is in fact 34mm shorter end-to-end than a Ford Mustang, but it’s exactly 34mm wider, and no less than 91mm lower in overall height.

And as any fashionista worth their salt will tell you, dark colours are slimming, and our ‘Onyx Black’ AMR, with gloss black 20-inch forged rims and black ‘Balmoral’ leather interior accentuated the car’s tightly drawn, shrink-wrapped surface treatment.

Signature elements in the shape of a broad, tapering grille, divided side vents, and sharply curved, two-level (smoked) tail-lights clearly identify the DB11 as an Aston Martin.

But the smooth integration of the car’s broad haunches (very One-77), gently tapering turret (optional exposed carbon) and flowing bonnet is masterful and fresh. The dash-to-axle ratio (the distance from the base of the windscreen to the front axle line) is Jaguar E-Type-esque.

And it’s all subtly aero-efficient, For example, the door handles fit flush to the body, the mirror housings double as mini ‘wings’, and the Aston Martin ‘Aeroblade’ system channels air running from carefully crafted openings at the base of the C-pillar, through the rear of the car to generate downforce (with minimal drag) across a lateral vent on the trailing edge of the bootlid. A small flap rises at “high speed” when more stability is required. 

The interior is all business, with a simple instrument binnacle showcasing a central 12.0-inch digital speedo-within-tacho combination, flanked by configurable engine, performance and media read-outs on either side.

Aston has form with squared-off steering wheels and the DB11’s is flat on the bottom and decidedly straight on the sides, affording a clear view of the gauges without compromising purpose. A leather and Alcantara trim combination is (literally) a nice touch. 

The teardrop-shaped centre stack sits in a slightly recessed section (optionally) lined with ‘carbon-fibre twill’, while the form and function of the 8.0-inch multimedia screen at the top will be immediately familiar to current Mercedes-Benz drivers, as the system, including the console mounted rotary controller and touchpad, is sourced from the three-pointed-star brand.

A band of proudly illuminated buttons across the centre includes gear settings for the transmission and a winged stop-starter in the middle. Strange, then, that the plastic knobs on the adjustable air vents look and feel so cheap and bland. This a $400k-plus Aston Martin, where’s the knurled alloy? 

Other highlights include elegant sports seats trimmed in a combination of premium leather and Alcantara. Aston offers various levels of leather and our car’s black ‘Balmoral’ hide is taken from the top shelf.

The key accent colour inside and out on our test example was a screaming lime green, picking out the brake calipers, centre strips on the seats, and contrast stitching throughout the cabin. Sounds awful, looks amazing.  

The first impression inside is that of space, despite the falling roofline and coupe-like upsweep of the side windows and you look back. While, again, similar to a 911s, a kink at the door gives the GT a unique character.

Even larger people will appreciate the generous amounts of room up front, with space to stretch, sat in sumptuously comfy bucket seats. Note that the standard ones are better than the racier but firmer Sports versions.

The driving position is perfect, ahead of a dashboard that is very typical modern Mercedes in appearance and layout.

To that end, the tablet-style integrated touchscreen (11.9 inches) is clear, fast and intuitive once time is taken to learn it. And points are also won for the multi-configurable electronic instrumentation, that allows for a variety of screens, including track, classic and minimalist views.

The trademark turbine air vents, the quite beautiful material and trim finishes and just the general solid feel are further typical contemporary Mercedes cabin treatments, as are the excellent ventilation and ample storage options.

And while rear vision isn't great, that's what cameras are for. It's all pretty much on brand.

It is a shame, given how elevated the Mercedes-AMG engineering is underneath, that the GT’s interior look and ambience is so similar to those of a (albeit higher-spec) C-Class or GLE. It's simply not as special as some of the company’s previous sports cars.

More annoyingly, the ride is too firm and bumpy for a GT, and this has the unhappy effect of provoking random rattly trim sounds within the cabin. It’s a bit like scrunched-up cellophane. In a $420K (as tested) Merc, that’s very disappointing, especially as it can be heard over the copious amount of road and tyre noise droning through, particularly on coarser bitumen surfaces.

Further back, the rear seat is strictly two-plus-two, and nobody over 150cm tall is recommended to travel there by Mercedes itself. That sloping roofline is the culprit. That said, brief trips with a bowed head are possible, as the fixed cushions and split-folding backrests are actually surprisingly comfy. But only for short journeys. Kids should love it though, and the second row does open up the GT’s usefulness enormously.

As does a near-doubling of the AMG’s cargo capacity, jumping 146 litres to 321L with backrests erect, to a whopping 675L (+325L) in two-seater mode. The flat floor is accessed via a large electrically-operated liftback door, offering quite a large aperture for easy loading/unloading.

Having no spare wheel helps here, with a tyre inflation kit included in lieu of that.

Meanwhile, at the front, under the bonnet, things have definitely changed for the better as well.

On one hand it’s hard to describe a supercar like the DB11 as practical when its primary purpose is to go ridiculously fast and look incredibly good in the process.

But this is, in fact, a ‘2+2’ GT, meaning a couple of occasional seats have been squeezed behind the front pair to allow obliging contortionists, or more likely small children, to enjoy the ride.

No one is claiming full four-seat capacity, but it’s a trick that has for decades made cars like Porsche’s 911 a more practical choice for high-end, high-performance sports car buyers.

At 183cm I can verify the chronically limited space back there, without anything in terms of connectivity, specific ventilation or storage options provided. Good luck, kids.

For those up front it’s a very different story. First, the doors are hinged to move up slightly as they swing out, which makes entry and egress a more civilised process than it might otherwise be. That said, those doors are still long, so it pays to pre-plan a workable parking spot, and the high-mounted, forward-facing interior release handles are awkward to use.

Storage runs to a box between the seats, complete with a two-stage electrically controlled lid, housing a pair of cupholders, an oddments space, two USB inputs and an SD card slot. Then, there are slim pockets in the doors, and that’s about it. no glove box or netted pouches. Just a small tray for coins or the key in front of the media controller.

And speaking of the key, it’s another strangely underwhelming part of the DB11 AMR’s presentation. Plain and insubstantial, it looks and feels like the key to an under-$20k budget special, rather than the heavy, polished and glamorous item you’d expect to be subtly placing on the table in your preferred three-hat restaurant.

The carpet-lined boot measures 270 litres, which is enough for some small suitcases and a soft bag or two. In fact, Aston Martin offers a four-piece accessory luggage set “expertly tailored to match the car’s specification.”

Don’t bother looking for a spare wheel, an inflator/repair kit is your only option in the case of a puncture.

Head into the $400k new car zone and expectations are understandably high. The DB11 AMR’s is a continent-crushing GT after all, and you want your fair share of luxury and convenience features to go with its huge performance potential.

For $428,000 (plus on-road costs), as well as the safety and performance tech (of which there’s plenty) covered in later sections, you can expect a lengthy standard features list, including a full-grain leather interior (seats, dash, doors, etc), Alcantara headlining, multi-function ‘Obsidian Black’ leather-trimmed steering wheel, electrically adjustable and heated front seats (with three memory positions), heated/folding exterior mirrors, front and rear parking sensors, and 360-degree ‘Surround View’ parking cameras (including front and rear cameras).

Also standard are cruise control (plus speed limiter), sat nav, dual-zone climate control, the electronic instrument cluster (with mode-specific displays), keyless entry and start, a multi-function trip computer, 400-Watt Aston Martin audio system (with smartphone and USB integration, DAB digital radio and Bluetooth streaming), plus the 8.0-inch touch-control multimedia screen.

Then there are LED headlights, tail-lights and DRLs, ‘dark’ grille, headlight bezels, and tailpipe finishers, 20-inch forged alloy rims, carbon-fibre bonnet vent blades and side strakes, dark anodised brake calipers and, to reinforce the car’s motorsport DNA, the AMR logo sits on the door sill plates and is embossed on the front-seat headrests.

Apple CarPlay and Android Auto functionality is a surprising omission, but our test car more than made up for it with a motherload of optional extras including an exposed carbon-fibre roof panel, roof strakes and rear-view mirror caps, as well as ventilated front seats, the vivid ‘AMR Lime’ brake calipers, plus a ‘Dark Chrome Jewellery Pack’ and ‘Q Satin Twill’ carbon-fibre trim inlays to add presence in the cabin. Along with some other bits and pieces this adds up to an as-tested total of $481,280 (before on-road costs).

There’s a plaque signifying which engineer “handcrafted” the GT’s engine – in this case, the famous M177 in 3982cc, 4.0-litre twin-turbo intercooled V8 petrol guise.

Delivering 430kW of power at 6500rpm and 800Nm of torque from 2500-4500rpm, it sends drive to all four wheels via a nine-speed multi-clutch transmission (dubbed MCT in AMG-speak), catapulting the GT63 4Matic+ from 0-100km/h in just 3.2 seconds, on the way to a top speed of 315km/h.

How does it do that?

With AWD, the GT is now nearly 15 per cent heavier than before, but it still manages a punchy 218kW/tonne. Active aerodynamics over, inside and under a more-rigid body structure also helps.

The AMG 4Matic+ AWD system goes from 50/50 front/rear, to 100 per cent rear, variable torque distribution according to conditions and settings, and backed up by an electronic limited-slip differential. Among the many driving settings are Race Start, Drift Mode and good-old Comfort, if it all becomes too much.

Also keeping all that performance in check is a high-performance composite brake setup with improved cooling for faster responses.

Interlinked active roll bars improve body control, the five-link independent suspension features adaptive dampers for a softer ride.

And, as for that 4WS tech, the rear wheels steer opposite to the fronts at up to 100km/h (by some 2.5 degrees) for tighter and tidier handling, or 0.7 degrees in the same direction above 100, for greater stability and road-holding.

Its effect on the way this near-two-tonne coupe zigs and zags around corners is something you need to experience to really appreciate.

The DB11 AMR’s (AE31) 5.2-litre, twin-turbo V12 is an all-alloy unit, tuned to deliver 470kW (up 22kW on the old model) at 6500rpm, while retaining the previous DB11’s 700Nm of maximum torque from 1500rpm all the way to 5000rpm.

As well as dual variable camshaft timing, the engine features a water-to-air intercooler and cylinder deactivation, which allows it to run as a V6 under light loads.

Drive goes to the rear wheels via a ZF-sourced eight-speed (torque converter) auto transaxle with column-mounted paddles, recalibrated for faster shifting in more aggressive Sport and Sport+ modes. A limited-slip differential is standard.

Actually, the GT’s economy isn’t horrendous considering how fast it can go.

Even blasting a few times around beckoning country roads, we managed an indicated 13.0L/100km, which is an improvement on what Mercedes-AMG says the GT averages the 14.6L/100km average that Mercedes-AMG officially states.

That translates to a carbon dioxide emissions rating of 334g/km.

Using 98 RON premium unleaded petrol, an average of just under 480km between refills of the 70L tank is possible. The urban run sees consumption rocket to 21.8L/100km (for just 321km of range), or 10.4 out on the highway run, meaning that over 670km is possible should you decide to drive in a docile manner.

Minimum fuel requirement for the DB11 AMR is 95 RON premium unleaded and you’ll need 78 litres of it to fill the tank.

Claimed economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.4L/100km, the big V12 emitting 265g/km of CO2 in the process.

Despite standard stop-start and cylinder deactivation tech, in roughly 300km of city, suburban and freeway running we recorded a figure exactly nothing like that, according to the on-board computer we more than doubled the claimed number on ‘spirited’ drives. The best average figure we saw was still in the high teens.

Nobody will drive the GT63 4Matic+ and think, ‘Oh, this is OK’, because its breadth of performance is phenomenal.

No matter which mode you're in, from Comfort through to track-tuned Race, the Mercedes-AMG blends forceful pace and commanding control without ever breaking a sweat.

Flex your right foot and the two-tonne coupe bounds into action like a giant on a mission, striding past posted speed limit signs in nanoseconds and way, way faster than the law will stand if diligence isn’t exercised.

And there’s no point relying on seat-of-your-pants sensations, either, because the chassis below embraces the road with an almost zealous devotion. Which is astounding, given how agile the four-wheel steering-enhanced handling is.

The 63’s super power is exactly that – it dulls your sense of speed. One tester admitted to exceeding 150km/h before noticing. An odd confession considering the sonic boombox that is the bi-turbo V8’s howl.

But jailbait performance is not even the 63’s most lingering joy. That would be its steering perfection, that delivers that rare trifecta of keenness, crispness and communication. The wheel feels eager and alive in your hands, even when powering between tight turns, backed up by sensational grip and control. How can a two-tonne GT handle so sharply?

Warm, dry roads were the order of the day, so we can’t tell you how the 4Matic+ permanent AWD system deals with wet or slippery surfaces, but the slick multi-clutch transmission, seamless torque-vectoring tech and sticky tyres more than cope with the 63’s formidable outputs.

So, that's the gushing part out the way, then.

Despite the adaptive dampers, rigid architecture and exquisitely sophisticated suspension, the ride is simply too stiff in Comfort mode, and downright jittery on some of the Tasmanian roads we tested on, for the 63 to be considered a true luxury grand tourer. It just isn't comfortable, luxurious or supple enough.

Plus, grippy as they are, the 21-inch wheels transmit too much road and tyre noise through to the cabin, meaning that the GT isn't as quiet as you'd hope. Add the aforementioned trim squeaks, and the expected cocooned silence isn’t always there.

The upshot is that the 63 possesses more of a sports car character than a luxury GT character. Great news if you're a 911 type buyer and are seeking a high-performance 2+2 alternative, but a disappointment if comfort and refinement are priorities.

Still, it is impossible not to be deeply moved by this Mercedes-AMG.

The moment you press the starter the DB11 begins a theatrical performance worthy of the Royal Shakespeare Company.

A high-pitched whine reminiscent of a Formula One air-starter precedes a raucous blast of exhaust noise as the twin-turbo V12 bursts into life. 

It’s spine-tingling, but for those wanting to remain on good terms with their neighbours a quiet-start setting is available.

At this point, rocker buttons on either side of the steering wheel set the tone for what follows. The one on the left, marked with a shock-absorber graphic, allows you to scroll the adaptive damping set-up through Comfort, Sport, and Sport+ settings. Its ‘S’ branded partner on the right facilitates a similar trick with the drivetrain. 

So, throwing urban serenity out the window, we pushed into maximum attack mode for the engine, and by extension the exhaust, selected D and began to enjoy the first act.

A launch-control function is standard, so purely in the interests of science we explored its function and can confirm it works exceptionally well.

Aston claims the DB11 AMR will accelerate from 0-100km/h in just 3.7sec, which is properly fast, and two tenths of a second faster than the standard DB11 it replaces. 

Keep the pedal pinned and two things will happen; you’ll reach a maximum velocity of 334km/h and generate headline news across the country while making your way directly to jail.

With 700Nm available from just 1500rpm, and remaining on tap to 5000rpm, mid-range thrust is monumental and the thundering exhaust note accompanying it is the stuff automotive dreams are made of.

Peak power of 470kW (630hp) takes over at 6500rpm (with the rev ceiling sitting at 7000rpm) and delivery is impressively linear, without a hint of turbo hesitation.  

Aston claims the DB11 AMR will accelerate from 0-100km/h in just 3.7sec, which is properly fast.

The eight-speed auto is simply superb, picking up gears at just the right point and holding on to them for exactly the right amount of time. Select manual mode and the slender shift levers on either side of the steering column allow even more control.

In Sport and Sport+ drivetrain modes the howling exhaust is accompanied by an entertaining array of pops and bangs on up and down shifts. Bravo!

The DB11 AMR is underpinned by an ultra-stiff bonded aluminium chassis, with a double wishbone front/multi-link rear suspension set-up attached to it.

Spring and damper rates are unchanged from the previous DB11 and even on enthusiastic back-road runs we found suspension in Comfort and driveline in Sport+ to be the best combination. Flicking the shocks into Sport+ is best kept for track days. 

Steering is (speed dependent) electrically power-assisted. It’s beautifully progressive, yet pin-sharp with excellent road feel.

The big 20-inch forged alloy rims are shod with high-performance Bridgestone Potenza S007 rubber (255/40 front – 295/35 rear), developed as original equipment for this car and Ferrari’s F12 Berlinetta.

They combine with the 1870kg DB11’s near perfect 51/49 front to rear weight distribution and standard LSD to deliver confidence-inspiring balance and ferocious power down on (quick) corner exit.

Braking is handled by huge (steel) ventilated rotors (400mm front – 360mm rear) clamped by six-piston calipers at the front and four-piston at the rear. We might have put them under decent pressure from time-to-time, but stopping power remained prodigious and the pedal firm.

In the calm of urban traffic the DB11 AMR is civilised, quiet (if you prefer) and comfortable. The sports seats can be adjusted to grip like a vice at speed or provide more breathing room around town, the ergonomics are spot-on, and despite its striking looks, all around vision is surprisingly good.

Overall, driving the DB11 AMR is a special event, flooding the senses and raising the heart rate no matter what the speed.

Big speed demands serious active and passive safety, and the DB11 comes up short on the former.

Yes, there’s ABS, EBD, EBA, traction control, Dynamic Stability Control (DSC), Positive Torque Control (PTC) and Dynamic Torque Vectoring (DTV); even a tyre-pressure monitoring system, and the surround view cameras.

But more recent crash-avoidance tech like active cruise control, bling-spot monitoring, lane-departure warning, rear cross traffic alert, and especially AEB, are nowhere to be seen. Not great.

But if a crash is unavoidable there’s plenty of back-up in the form of dual-stage driver and passenger front airbags, front side (pelvis and thorax) airbags, as well as curtain and knee airbags.

Both rear-seat positions offer top tethers and ISOFIX anchors for baby-capsule and child-seat location.

The DB11 hasn’t been assessed for safety performance by ANCAP or EuroNCAP. 

What’s the GT like to own?

Mercedes-Benz offers a five-year/unlimited km warranty, with five years of roadside assistance. This is average for most mainstream and luxury brands, but superior to most sports-car makers like Porsche and Lamborghini.

Intervals are every 12 months or 20,000km, and while no capped-priced servicing is offered on the GT, pre-paid three-, four- or five-year service plans are available, ranging from $5165, $7700 and $8665 respectively.

Big performance demands big maintenance bills, it seems.

While Kia leads the mainstream market with a seven-year/unlimited km warranty, Aston Martin sits further back with a three-year/unlimited km deal. 

Servicing is recommended every 12 months/16,000km, and an extended, transferable 12-month contract is available, including everything from provision of a taxi/accommodation in the event of breakdown, to coverage of the vehicle at “official Aston Martin organised events.”