It wasn't until the nice PR lady from Dunlop asked for an underwear size that this whole 'come to Germany and drive a GT3 racer' plan actually seemed genuine. Until then, natural cynicism assumed it would be a passenger ride, or a simulator, or something less than the unadulterated experience.
Kit provided by AMG; talent sadly not included
But soon the race gear was ordered, an itinerary was received and I was off to Heathrow disgustingly early on a Monday for a real drive in a real
Mercedes SLS AMG GT3
Given what Dunlop and the AMG customer sports team were going to allow a few scuzzy journalists to do, the whole atmosphere was very relaxed. Following a brief outline of Dunlop's work with AMG on road car tyres (more on which presently), it was out to a rather gloomy Lausitzring.
So, an entirely unfamiliar circuit and a £300,000 SLS GT3; surely we'd have to spend ages learning every aspect of the two? Err, no, not really. The first 20 minutes were as follows: here's what you need on the steering wheel, let's see if you fit, now take the roadgoing SLS GT for a drive and then we'll let you out. OK?
It wasn't quite that liberal (we had to follow an instructor at all times) but everyone involved should be commended for making us all feel so comfortable.
'Learning' the circuit meant four laps in an SLS GT
I was feeling great, in fact, right until it came to the solo GT3 experience; climbing into a racing car for the first time is hugely intimidating, even when it's something ostensibly production-based. The SLS's roll cage requires clambering through, and the race seat grabs you tight and places you low.
The start-up procedure just adds to the sense of trepidation. Press the master switch, flick the ignition, wait as the myriad of dash displays illuminate and then give the start button a firm press; there's a pause followed by some whirring and then... wah-BOOM! The V8 veritably explodes through the side-exit exhausts. Any chance of hearing the radio instructions vanishes as an aggressive idle pervades the cabin.
Though it uses a sequential 'box, the SLS GT3 still requires a clutch to get it moving. And it's a sod. My instructor Peter promises it would be easy and 'just like you do in a road car'. Peter is a liar. Not only does the clutch pedal feel like it's somewhere beside the brake disc, its bite point is high and quite vague. Ally that to an instant throttle response and a long first gear and every driver was kangarooing their way down the pits.
Empty track + SLS GT3 = happy Monday!
Out onto the circuit, the instant sensation is one of immediacy. That may seem rather obvious given the GT3 is around 300kg less and only about 30hp down on the road car, but it really comes as a shock. The steering is weightier, but beautifully responsive, and gives you absolute confidence in where the front is going, which is useful when there's so much of it!
One of the rules I was pleased to adhere to from AMG's bods was on changing gear. We were told explicitly not to shift up until the first red shift light at about 6,700rpm, or just as your ears are about to explode. It's to do with mapping, as the car just isn't set up for part-throttle, low rpm changes. More than happy to oblige...
Out onto the Lausitzring's tri-oval still in first (it really is long!), the opportunity was there. Grab second and pin it. Oh lordy. The noise is raw and feral, a hard-edged NASCAR blare overlaid with some gearbox whine. Those shift lights are looming almost before my fingers come off the right-hand paddle; green, green, green, green, red! The sequential 'box bangs home another gear instantly with the throttle flat to the floor and the accelerative onslaught starts all over again.
GT3 far harder to get moving than the road car!
But briefly, as now there's a hairpin. The middle pedal needs a really hard shove, and is probably the biggest single change from the standard SLS. But the steel discs offer mighty performance, no doubt augmented by the lower mass. Moreover, having quite a long travel with the ABS activation buried right at the bottom allows great scope for a confidence dab here or there. Those hours spent left-foot braking on the road now seemed worthwhile!
Despite the start-up histrionics, it's surprising how quickly a comfortable rhythm can be found in the racing SLS. It's an approachable car, faithfully reacting to inputs and actually just being a gorgeous car to drive. I even found some low-speed understeer at the start of the lap, just indicating where the limits were.
Even on Dunlop wets, the GT3 was epic
Then it spun. Well, not of its own accord, thanks to the dipstick behind the wheel. That understeer indicator clearly wasn't bright enough for your overawed reporter, who subsequently applied a smidge too much throttle leaving a hairpin and was brought back to earth with the deafening silence of a stall.
But, even with a talent deficit exposed, the SLS GT3 was stunning. It started again following this minor contretemps without any fuss and we continued for a couple more laps at a more sedate speed.
And then it's done. Back to the hotel in a Sprinter minibus, to Berlin the next morning and returning to a drizzly England before the noise has even subsided in my head. It was a brief taste, but a hugely satisfying and rewarding one. Being fortunate enough to both drive the SLS GT3 and watch it race, I'm unsurprisingly a much keener GT fan now. Although for 2014 Bentley is vying with AMG currently for my support...
MERCEDES SLS AMG GT3
Engine: 6,208cc V8
Transmission: Six-speed sequential, rear-wheel drive
Power (hp): 560@6,800rpm
Torque (lb ft): N/A (road car 479@4,750rpm)
0-62mph: c. 3.5sec (dependent on gearing)
Top speed: c. 190mph (dependent on gearing)
Weight: 1,350kg
MPG: The 26-gallon fuel tank needs filling pretty often!
CO2: Next...
Price: 335,000 euros exc. VAT (£280,901)