Long Term: 2016 Mercedes-AMG GT S has a Birthday

You would think the owner of a 503 hp AMG GTS would never be late.  But unfortunately, I am: the AMG’S 12-month report is arriving three months tardy!

You may remember that my AMG GT S experience had a rocky start.  When it arrived from Vroom.com, the car had shoddy paintwork on many body panels, a knockoff “forged” wheel, a misrouted sheet belt, and shriveling dash leather.  With more scars than a boxer’s face, it was evident that this $144k Mercedes had not been given the love and care it deserved.  Buyer’s remorse slowly crept in.

After several weeks of unhappily dwelling on the car’s cosmetics, I had it detailed and covered in paint protection film ($3,778).  The GT S came out looking great, and I stopped focusing on the defects and redirected my attention to the driving experience.

Which was glorious!

Everywhere I took it, the GT S thrilled me with its steering feel and chassis feedback.  My previous track star was a 2011 BMW M3, and on the circuit, the AMG GT S was just as alive—and trustworthy—at the limit.  I’m still growing to match its capabilities and getting used to approaching corners at 20 mph faster.  I like to say the GT S goes like lightning but sounds like thunder!

(My only racing snafus were post-session boilovers of the brake and steering fluids.  Although both systems worked flawlessly while I was flying through the corners, in the paddock, the GT S regurgitated Motul RBF 600 and temporarily lost its firm pedal.)

I found the GT S a fantastic backroad buddy, communicative and scintillating, so long as the pavement was well maintained.  (Large bumps overwhelm the tight suspension.)  My highlight of the year was a trip to California’s Central Coast.  The GT S rewarded me with its light-and-quick steering and bellowing powerplant as I tore through the desolate countryside.  

Thankfully, the only punishment I suffered for my exuberant road trip romp was a cranky back and a dead bum; the last year hasn’t softened the GT S’s granite seats.  (Ever sleep on a backpacking mat?  They’re that uncomfortable.)   If I could swap in the European comfort seats and slacken the suspension, I would.

The seat comfort hardly matters in town because my trips are short and sweet.  It’s five minutes to the grocery store, eight minutes to the elementary school, and twenty to the mall.  Easy peasy!

The car’s stiff suspension complements its aggressive face and reminds me of the fast fun I had on more sporting outings.  Likewise, its sleek shape turns heads and catches compliments from the young and old:  A 65-year-old lady in a Subaru surprised me when she shouted “Beautiful!” as she drove by.

Coming from my always-needy M3, the GT S is surprisingly reliable.  Reliable…but not low maintenance.  The car received $5,142 of service in a combination of regularly scheduled maintenance, track-inflicted wounds, and one-time fixes to bring my scruffy used car up to my high standards.

Early in the year, I aligned ($189) the GT S to stock specifications to ensure the best driving experience.  I noticed that the sunshade for the glass roof was loose and that the rearview mirror jiggled ($2,101).  My extended warranty covered these, giving me hope of recuperating my $3,500 investment.  I also fixed the driver’s seatbelt routing and a piece of broken seat trim ($243).

Mercedes has time-based service schedules for cars that are driven sparingly.  The GT S’s five-year service ($1306) included an oil change, new spark plugs, and a comprehensive inspection.  Additionally, a recall campaign updated the ECU software ($0).

(A motivating factor for this car’s purchase was access to the Mercedes service loaner fleet; I hoped to drive and review more Mercedes while servicing the GT S.  Thankfully, this wish has been realized.  I’ve gotten GLB 250 and E300 loaners, and I expect another car at my upcoming six-year service.  While I’m grateful that my Mercedes dealer provides loaners, it’s a little disappointing that they are base four-cylinders with comfort suspensions.)

A sidewall puncture forced me to replace the rear tires, robbing me of the smoky sendoff I’d planned for the low-grip Nitto Motivos.  The new Michelin Pilot Sport 4S tires ($961) transformed the handling, giving the car stick and me confidence.

The only other unexpected expenses were the two brake flushes ($315) and steering fluid replacement ($241). I plan upgrading to Castrol SRF and installing brake air guides to nip this issue in the bud.

Do I have any remaining regrets about my GT S?  Just one.

When I was shopping, my spouse greenlighted a 911 GT3 purchase.  At the time, 997 and 991 GT3s started between $90k and $110k.  This was a lot more than the $67k GT S, so I postponed my GT3 dream for an AMG tangent.  Sadly, 911 GT3 prices have skyrocketed, and the dream feels even more out of reach.

But, the GT S is proving more rewarding than anything else on my shopping list.  So, with the GT S as good as it is—and the market as bad as it is—I’ll be keeping the GT S for the foreseeable future.