Exotic sports cars like Ferraris and Lamborghinis live in a rare orbit of self-evidence where high-revving engines shriek, bodywork flares and the cost of entry exceeds six figures—maybe seven. Mercedes-Benz has flirted with this segment over the years but never has its extreme-performance steed matched well to the Italian beasts. Until now.

The AMG GT echoes the milestone Mercedes “Gullwing” 300SL of the 1950s. The very long hood, the rounded and stubby rear-end with thin horizontal taillights and the slats inside the front grille all harken back to the 300SL, what some consider to be the first modern supercar.

Mercedes-AMG GT Roadster
The 2020 Mercedes-AMG GT, still in its first generation, is constructed with a lightweight, high-strength aluminum body and boasts impressive torsional rigidity (GT C roadster pictured here). Mercedes-AMG

All the 2020 AMG GT variants share two fundamental traits: the basic design of the twin-turbo V8 engine and rear-wheel drive. It comes as a two-door coup or soft-top roadster convertible. The base GT is equipped with a handcrafted 4.0-liter AMG V8 biturbo engine that delivers 469 horsepower and 465 pound-feet of torque. The GT C boasts 550 horsepower and 502 pound-feet of torque and drops the zero to 60 mph sprint time from 3.9 seconds to 3.6, increases top speed from 189 mph to 196 mph and has a wider stance than the GT. The track-ready GT R—the closest vehicle to the AMG GTs sold for professional competition only produces 577 horsepower with a maximum torque of 516 pound-feet and sits lower than the GT and GT C variants.

Mercedes-AMG GT R is a 577-horsepower, asphalt-devouring beast. Mercedes-AMG

And though that barking V8 engine is mounted upfront, it’s technically in the middle, as all the engine’s metal bits sit behind the front axle. Plus, the transmission itself is in the rear, along with the differential.

Mercedes offers a narrow band of upholstery and trim options. The focal point of the cockpit is a 12.3-inch customizable digital instrument panel and a 10.25-inch display that supports the Comand electronics system.

The AMG GT comes well-equipped to tear up the open road, however, some amenities such as ventilated seats are extra. A panoramic roof comes standard (same with the GT C). The AMG GT C coupe adds more horsepower and equipment improvements and gives access to the optional exterior carbon fiber package ($5,300). It also makes available the weight-saving high-performance ceramic composite braking system ($8,950) and a carbon fiber engine compartment cover ($1,500); all three of these packages are also available on the GT R. Adaptive sport suspension and aerodynamics package are standard as well as Burmester surround sound and a few track toys such as race mode and launch control. An AMG Aerodynamics package that adds a larger front splitter and a fixed rear wing is available across the lineup ($2,850).

 The AMG GT’s interior is a welcoming place, but the center console is by far its best feature. It has a clever button arrangement designed to evoke the shape of the V8 under the hood. Everything from driving dynamics to the exhaust is controlled via these 8 buttons, all of which have a premium look and feel. Mercedes-AMG

The GT R designed for well-heeled amateur racers who want to take on the Porsche Club on open track days. It’s lighter, faster (it goes zero to 60 in 3.5 seconds) and more aerodynamic than the other variants thanks to carbon fiber throughout the body structure. The roof, front air dam/splitter, front fenders, rear wing, rear air diffuser, several braces under the car and the tube tying the engine and transaxle together are all made from carbon fiber. Those carbon-fiber front fenders also allow bigger wheels and tires for even more grip and handling agility.

Because the GT R was born for enthusiasts, it’s hard to live with on the street. The smallest grooves and ruts in the highway cause it to juke from side to side. None of these traits are evident in the GT and GT C models. Those are better choices for buyers with no intention of having a go at the local racing circuit.

  Built to compete toe to toe with the best from Porsche, the GT R is aimed at enthusiasts who plan on spending more days at the track than touring the countryside. Mercedes-AMG

At 3,500 pounds, the GT R is no flyweight, but despite this fact, the steering is more responsive than any car that heavy has a right to be. The vehicle simply shrinks in size and weight on track or when taking to twisty roads. Other cars in its class like Porsche’s 911 GT3 start much smaller to begin with and need not perform much size magic. 

As for magic, GT buyers will need some to fit lots of cargo in the shallow hatch area, despite its notable width. Mercedes claims two golf bags will fit in the 10.1 cubic-foot cargo space–that’s more rear storage than in the Acura NSX or Audi R8, but not as much as the Chevrolet Corvette.

It all adds up to a top-shelf virtual exotic that can tickle your checkbook to nearly $200,000 with options. That’s still well shy of the $263,000 needed for a Ferrari 488 GTB. Viewed from that standpoint, the GT, GT C and GT R are high-value bargains.