Mercedes-Benz AMG GT vs Jaguar F-Type

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 Jaguar F-Type R is as fast and capable as it is beautiful. Although it's a little thirsty and comes up short on active safety, it's technically outstanding, delivering a stunning mix of performance, dynamics, and comfort.

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.

Although it kicked off as a roadster, a coupe version of the F-Type was always part of the plan. In fact, Jaguar's C-X16 concept, that in 2011 previewed the eventual production car, was a hardtop.

Following the Coupe's public reveal at the 2013 Los Angeles motor show, I asked Jaguar's then head of design, Ian Callum, if the bean counters had vetoed the concept's ultra-cool side-opening hatch door; one of many styling hat tips to the E-Type. His response was a wry smile and slow nod of the head.

It's a shame that door didn't make it to the showroom floor, but the E-Type is still a strong design influence on its successor.

At close to 4.5m long, around 1.9m wide, and a fraction over 1.3m tall, the F-Type R looks more compact in the metal than it does in photographs, arguably the hallmark of a successful sports car design.

A long, flowing (front-hinged) bonnet (Jaguar calls its shape 'liquid metal' sculpture) projects forward from a rear-set cabin, with broad but tightly wrapped haunches behind it. The 20-inch, 10-spoke rims (in 'Gloss Black' with diamond-turned finish) fill the wheel arches perfectly.

I'm a huge fan of the tail-light cluster design, subtly reprofiled in the late 2019 update, which echoes the shape of the Series 1 E-Type and other classic Jags, but found it harder to warm to the outgoing F-Type's squarish headlight treatment.

Always a subjective call, but to my eyes this car's slimmer, more feline (LED) eyes and ever-so-slightly larger grille deliver a better front to rear balance. And slender, flush-fitting pop-out exterior door handles remain sub-zero cool.

Our 'Santorini Black' test car had been optioned with the 'Exterior Black Design Pack' ($1820) for an extra hint of menace. It applies body-colour to the front splitter, side sills, and rear diffuser, at the same time blacking out the grille surround, side vents, side window surrounds, rear valance, Jaguar script, F-Type badge and 'Leaper' emblem.

Jaguar describes this two-seater as a '1+1', confirming the F-Type's focus on the driver, and our test car's tan leather interior emphasises the fact.

Tan dash on the passenger side, complete with flying buttress-style grab handle for extra support when g-force starts to build. Contrasted by all black and all business on the driver's side.

A broad centre stack houses the 10-inch multimedia touchscreen, with easy-to-use dials for the climate control system below. And the 12.3-inch reconfigurable hi-def instrument cluster (with graphics unique to the F-type) is a model of clarity and simplicity.

The latter offers a choice of display themes, including full nav map, but the default mode highlights a large central tachometer. Nice.

An impressive design feature carried over from the previous model is deployable front air vents. The dashtop remains flat until a given climate control temperature setting causes an upper section, housing a pair of adjustable vents, to gently rise. Very cool (no pun intended).

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.

If you're intending to daily drive your F-Type R, make sure your yoga fees are up to date, because entry and egress are for the fleet of foot and flexible of limb.

Once inside, though, within the bounds of its two-door coupe format, the F-Type offers an array of storage options, including a decent glove box, centre storage box/armrest, small door bins, a netted pocket on the top of the bulkhead between the seats, and a pair of console cupholders.

Power and connectivity runs to a 12V socket in the dash, with another in the central storage bin, alongside two USB-A ports, and a micro SIM slot.

Notwithstanding the (alloy) space saver plonked on the boot floor, the F-Type Coupe delivers worthwhile cargo space, with 310 litres on offer, rising to 408 with the load cover removed.

That's enough to swallow small (36-litre) and large (95-litre) suitcases together, and there are two (nicely chromed) tie-down anchor, as well as elasticised retaining straps at either end of a small ledge on the bulkhead.

It's hard to pin down direct competitors for the $262,936 F-Type R, except one; Porsche's 911 Carrera S, a clear price and performance rival at $274,000.

With a 3.0-litre, twin-turbo 'flat' six producing 331kW/530Nm the 911 is capable of accelerating from 0-100km/h in just 3.7sec, which (surprise, surprise) exactly matches the Jag's claimed performance number.

Cast the net a little wider and you'll snag the likes of Nissan's GT-R Track Edition on the low side ($235,000), and the Mercedes-Benz S 560 Coupe ($326,635) for around $50K above the F-Type's asking price. So, the standard features list needs to be impressive, and long story short, it is.

Drilling down to the depths of detail on this car's equipment spec would need a review of its own, so here's the highlights package.

The 10-inch 'Touch Pro' multimedia screen manages a 380-watt Meridian audio system featuring 10 speakers (including subwoofer), digital radio, dynamic volume control and a 10-channel amp, as well as Apple CarPlay, Android Auto, and Bluetooth connectivity.

It's also the gateway to the car's configurable dynamic set-up, 'Navigation Pro', phone connection, ambient lighting, reversing camera, and a lot more.

Full-grain 'Windsor' leather is applied to the 12-way, electrically-adjustable (plus memory) performance seats. There's also a 12.3-inch customisable digital instrument cluster, cruise control (and speed limiter), keyless entry and start, auto rain-sensing wipers, auto-dimming and power folding heated door mirrors (with memory), a switchable active exhaust, LED headlights, DRLs and tail-lights, as well as an electrically adjustable steering column (with memory), climate control, powered boot lid, 20-inch alloy wheels, racy red brake calipers, and specific 'R' branding on the leather-trimmed sports steering wheel, door tread plates, and centre console.

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 F-Type R is powered by Jaguar's all-alloy (AJ133) 5.0-litre supercharged V8 engine, featuring direct-injection, variable (intake) cam timing, and an Eaton (Roots-type) blower to produce 423kW (567hp) at 6500rpm, and 700Nm from 3500-5000rpm.

Drive goes to all four wheels via an eight-speed 'Quickshift' automatic transmission and Jaguar's own adaptive AWD system with 'Intelligent Driveline Dynamics' (IDD).

The AWD system is based on an electro-hydraulic multi-plate (wet) clutch, controlled by a centrifugal electro-hydraulic actuator. Default front/rear drive balance is 10/90, although Jaguar claims even a full shift of power from 100 per cent rear to 100 per cent front takes just 165 milliseconds.

The IDD system continuously monitors each wheel's speed and traction, suspension compression, steering angle and braking force, as well as the car's rotational state.

It then uses an algorithm to determine which wheel(s) are likely to lose traction, and before grip is lost, transfer drive to the wheels that can make best use of it.

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.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.3L/100km, the F-Type R emitting 269g/km of CO2 in the process.

Despite the standard auto stop/start function, over close to 350km of city, suburban, and freeway running we recorded a (dash-indicated) average of 16.1L/100km.

That's a solid drinking habit, but it kind of goes with this performance territory, and we did lean into the throttle on a regular basis.

Recommended fuel is 95 RON premium unleaded, and you'll need 70 litres of it to fill the tank. That equates to a range of 619km in line with the factory claim, and 434km using our real-world number as a guide.

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.

Yep, no surprise, the 2021 Jaguar F-Type R is a proper, rip-snorting, beast of a machine. Weighing in at just over 1.7 tonnes, with 423kW/700Nm to propel it forward, in terms of straight line acceleration, it's every bit the scalded cat.

Bury the right foot and it will storm from 0-100km/h in just 3.7 seconds, with furious aural accompaniment courtesy of the 4.0-litre supercharged V8 and sports exhaust system. Electrically-actuated bypass valves in the latter's rear silencer remain closed until they automatically open under load, and boy, do they open up.

Prospective F-Type R owners wishing to remain on good terms with their neighbours will be pleased to know there's a 'Quiet Start function', but once you're a few blocks clear the engine is capable of alerting the entire suburb to you presence, complete with raucous crackles and pops on the overrun.

All 700Nm of maximum torque is available from 3500rpm through to 5000rpm, and mid-range thrust is ferocious. If you have access to a long enough private road Jaguar claims this car will storm on to a (electronically-limited!) maximum velocity of 300km/h.

The eight-speed auto transmission has picked up several tweaks courtesy of the XE-based SV Project 8, and it's brilliant. A conventional torque-converter based unit, rather than a dual-clutch, it's dubbed 'Quickshift', and that it does. Manual flicks between ratios, using the wheel-mounted paddles, are rapid and positive.

Head for your favourite B-road, and it's the F-Type R's ability to put every bit of its power down, without fuss, that impresses next. Push into a series of tight corners and the car grips, settles, and simply surges from one bend to the next, the tricky AWD system seamlessly shuffling torque between the axles and individual wheels.

The standard electronic active diff, and torque vectoring (by braking) also help keep everything under control, turning backroad tryhards into apex hunting virtuosos.

Suspension is by (aluminium) double wishbones front and rear, with revised springs and anti-roll bars added in the 2019 upgrade. Continuously-variable dampers underpin the 'Adaptive Dynamics' system, learning your style and adjusting accordingly.

The electrically-assisted power steering combines great road feel with satisfying accuracy, and the car feels balanced yet agile and responsive in enthusiastic driving.

In a more relaxed mode the adaptive set-up detects rough road conditions and adjusts the suspension settings for greater ride comfort. According to Jaguar, the damper valves and control algorithms have been recalibrated to improve low-speed comfort and high-speed control, and I can vouch for their effectiveness.

Not long after steering this F-Type R I spent some time in the supercharged V6 F-Type P380 R-Dynamic, and this R is far more compliant.

Rubber is a specially-developed Pirelli P Zero (265/35 fr - 305/30 rr), and the supremely efficient brakes are ventilated 380mm at the front, and 376mm rear.

The F-Type hasn't been assessed by ANCAP, but as well as the usual active safety suspects like ABS, EBD, traction and dynamic stability controls, the R features an AEB system operating at speeds above five km/h, Vehicle detection is in place at speeds of up to 80km/h, and pedestrian detection up to 60km/h.

The AWD system facilitates specific 'Rain', 'Ice', and 'Snow' modes, plus there's active high-beam, lane keep assist, a reversing camera, as well as front and rear parking sensors, and a 'Driver Condition Monitor.'

But cross-traffic alert (front or rear) is missing-in-action, blind spot assist is an option ($900), as is park assist ($700), and tyre pressure monitoring ($700). Any car that's crested the $250K barrier should have all of these as standard.

If an impact's unavoidable there are six airbags (front, side, and curtain). But remember, the front passenger seat is a no-go zone for a rear-facing child restraint. And Jaguar says, "A child should only travel in the front passenger seat if it is essential and national or state legislation permits it."

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.

Jaguar covers its Australian new car range with a three-year/100,000km warranty, which looks particularly stingy next to the mainstream market norm of five years/unlimited km, and lags other premium players like Mercedes-Benz and Genesis, both sitting at five years/unlimited km.

On the plus side, paint and corrosion (perforation) are warranted for three years, and roadside assistance is complimentary for 12 months.

And on the big plus side, scheduled servicing for the F-Type (determined by an on-board service interval indicator) is free-of-charge for five years/130,000km.