![]() ![]() Instantly the tell-tail digital number shows up in the speedo. ![]() Tap the right paddle back towards the wheel, remember to depress the clutch, and the electro-hydraulics select first. A green light in the speedo indicates neutral. There are mutterings that the paddle shift exists on the road car because operating a normal gear shifter is virtually impossible in the cramped cabin. Strange, especially since the GTR racer uses a conventional centre gearshift. The system looks identical to the F355 F1 Ferrari, except there's a clutch pedal. Small chrome paddles behind the wheel work the six-speed competition Xtrac gearbox. The link between driver's brain and engine is immediate, decisive, and the sound is loud, bad, and wild. Because it's mounted directly to the carbonfibre bulkhead, like Ferrari's F50, all manner of small vibrations and whirrings are fed directly into the cabin. The engine rumbles, rattles, and wheezes at the 1000rpm idle. Turn the very normal Mercedes key to fire up the mighty 6.8-litre V12 and it's clear that behind the obvious visuals, the GTR is a pure racer, even if it doesn't start by a button. Maybe the links with a regular CLK are contrived, but they work in creating a perception that this stratospheric fantasy machine could only be a Mercedes-Benz. Steering column stalks, air vents, air-conditioning, electric mirror, and light controls, even the sound system, are straight out of the Mercedes' parts bin. A small tacho is dominated by a bigger speedo. The instruments are pure CLK, which means no oil pressure or oil temperature gauge. Blame the 90-litre fuel tank located between the cabin and the rear bulkhead.Įverything looks Mercedes-familiar. Still, any prospective buyer over six feet tall should remember that no amount of fiddling can create space where little exists, before getting too excited. The wheel is non-adjustable, but since each customer is expected to visit the factory for a personal fitting of seats, wheel, and pedals, this isn't critical.
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