Braking power is superb, and
the hyperactive steering reacts instantly — almost too quickly until you get accustomed to it.
One thing that some will people will have to get used to is
the hyperactive steering response, which I like a lot.
The major weakness of early AMG GTs was the light,
hyperactive steering, which felt unnatural and gave you very little confidence in the front end of the car.
«light,
hyperactive steering, which felt unnatural and gave you very little confidence in the front end of the car»: exactly what I felt and writtn here before and main reason why I did not like the GTS that much.
Various other traits are carried over, such as
the hyperactive steering that takes some time to adapt to.
The hyperactive steering would never relax enough for you to measure out appropriate corrections, so corners became serrated and you'd saw at the wheel like a child playing at being a rally driver.
Not exact matches
It's fun trying to control it, and the traction control does a brilliantly subtle job, but on bumpy roads the torque
steer is like holding the lead of a
hyperactive puppy in each hand.
Artificially heavy
steering isn't usually something to praise, but the way the JCW's
hyperactive turn - in isn't complemented by light, easy
steering.
The
steering is urgent without being
hyperactive — a characteristic Mike Cross, Jaguar's chief chassis engineer, attributes to the new front uprights — and the balance, both front - to - rear and across the chassis, is simply sublime.
This is evident in some of the specifications alone; the BMW's
steering is 3.0 turns from lock to lock, whereas the Land Rover's is a more
hyperactive 2.4.