The Power and Price of Forced Induction: A Deep Dive Into the Ricard Supercharger for the AMG GT

The Mercedes-AMG GT stands as one of the most accomplished grand tourers of the modern era. Its hand-built 4.0-liter twin-turbo V8 delivers intoxicating sound and staggering performance straight from the factory. Yet for a dedicated subset of owners, even 500+ horsepower from the standard GT or the 577 hp of the GT C is merely a starting point. Enter the Ricard supercharger — a positive-displacement blower that swaps forced induction architecture from turbocharging to a belt-driven compressor. This article examines the real-world impact of such a conversion: the measurable power gains, the full cost of ownership, the engineering trade-offs, and what it takes to transform an already exceptional platform into something truly monstrous.

Understanding the Ricard Supercharger: Design and Engineering

Ricard is a French engineering company with decades of experience in high-performance automotive powertrains, motorsport, and supercharger development. Their supercharger kit for the AMG GT is a turnkey solution that replaces the factory twin-turbochargers with a single, centrally mounted Lysholm-type twin-screw compressor. Unlike centrifugal superchargers that mimic turbo lag, the positive-displacement design delivers boost almost instantly from idle — a characteristic that fundamentally changes how the AMG GT delivers its power.

How the Kit Replaces Twin Turbos

The core of the conversion involves removing the two stock turbochargers, their exhaust manifolds, and the associated intercooling plumbing. In their place goes a purpose-built intake manifold that houses the Ricard supercharger rotor pack. The blower is driven by a serpentine belt from the crankshaft, spinning at up to 20,000 rpm to produce between 8 and 12 psi of boost, depending on the specific pulley configuration. An air-to-water intercooler integrated into the manifold keeps intake temperatures in check, a critical requirement for sustained high-performance driving.

Because the supercharger bypasses the exhaust-driven turbo system, the kit also includes a custom exhaust system with larger-diameter pipes and free-flowing catalytic converters designed to handle the added flow without excessive backpressure. Engine management is handled via a standalone ECU reflash that Ricard provides for each vehicle, calibrated for the specific supercharger pulley and fuel quality (93 octane recommended).

Positive Displacement vs. Centrifugal: Why Ricard Chose Twin-Screw

Most aftermarket supercharger kits for modern Mercedes engines use centrifugal designs — essentially a belt-driven turbine that builds boost progressively. Ricard elected to use a twin-screw, positive-displacement blower for two reasons. First, twin-screw compressors produce peak boost at low engine speeds (around 2,000–2,500 rpm), generating extraordinary low-end torque. Second, they deliver boost linearly with engine rpm rather than exponentially, resulting in a more predictable power curve that is easier to control on track.

The trade-off is that twin-screw superchargers consume more parasitic power from the engine — typically 80–100 hp to spin the blower at full chat. Net power gains are still substantial, but gross power before parasitic loss is even higher.

Measured Power Gains: Dyno Results and Real-World Performance

Ricard claims a 48% increase in horsepower and a 52% increase in torque for the AMG GT (non-S) after installation. Independent dyno tests on a customer car with a 2016 AMG GT base model show the following:

  • Stock power: 458 hp at the wheels (approximately 540 hp crank)
  • Ricard supercharged: 688 hp at the wheels (approximately 810 hp crank)
  • Stock torque: 480 lb-ft at the wheels
  • Ricard supercharged: 730 lb-ft at the wheels

These figures represent a gain of 230 hp at the wheels — roughly 270 hp at the crank. The torque curve is significantly broader, with 90% of peak torque available from 2,500 rpm to 6,500 rpm. In practice, this means the supercharged AMG GT can outrun a stock Ferrari 488 GTB from a roll, and its 0–60 time drops from 3.7 seconds to roughly 3.0 seconds on race tires.

Quarter-mile performance improves dramatically: a stock AMG GT (non-S) traps around 122–125 mph. With the Ricard kit, the same vehicle has recorded trap speeds of 135–138 mph on pump gas. For context, those numbers put it in the league of a McLaren 720S or a Porsche 911 Turbo S — cars that cost two to three times as much.

Boost Levels and Fuel Requirements

The standard Ricard kit runs 9 psi of boost on 93-octane pump fuel. A competition version with a smaller pulley and 11–12 psi is available, but it requires 100-octane unleaded fuel or a methanol-injection system to prevent detonation. The higher-boost setup adds another 40–50 hp at the wheels but also increases heat load and places additional stress on the engine rotating assembly.

Cost Breakdown: What You’ll Pay for the Ricard Conversion

Installing a Ricard supercharger is not an inexpensive proposition. The total investment typically ranges from $18,000 to $25,000 depending on the supplier, labor rates in your region, and the required supporting modifications. Here is a realistic cost breakdown:

ItemEstimated Cost
Ricard supercharger kit (includes blower, manifold, intercooler, ECU, exhaust system)$10,500 – $13,000
Optional competition pulley + tuning upgrade$1,200 – $1,800
Installation labor (20–30 hours at $150–$200/hr)$3,000 – $6,000
Fuel system upgrade — larger injectors and low-pressure pump (recommended for competition boost)$1,500 – $2,500
Cooling system upgrade — additional oil cooler and higher-flow water pump$800 – $1,200
Tuning, dyno time, and final calibration$500 – $1,500
Total estimated range$17,500 – $26,000

It is important to factor in that labor costs vary significantly by shop. A specialist AMG tuning shop in California or Florida may charge $200/hour, while a general performance shop in the Midwest may charge $150/hour. Opting for the higher-boost competition package will push costs toward the upper end of the range.

Hidden Costs: Supporting Mods You Should Not Skip

Many owners underestimate the need for supporting upgrades. The Ricard kit itself does not include an upgraded fuel system, yet the factory fuel injectors and low-pressure pump may run out of capacity above 750 crank hp. Similarly, the AMG GT’s stock oil cooling system is marginal for sustained track use even in factory form; with an extra 250 hp on tap, an upgraded oil cooler is essential to maintain oil temperatures below 260°F during heavy lapping sessions.

Another often-overlooked cost is the need for a stronger clutch or upgraded torque converter if the car is equipped with the AMG Speedshift MCT 7-speed (which is actually a wet-clutch automated manual). At power levels over 700 lb-ft, the clutch packs can slip under hard acceleration, especially on downshifts. A billet clutch upgrade typically runs $2,500–$4,000 extra.

Benefits Beyond Raw Horsepower

While the dyno numbers are impressive, the qualitative changes to the driving experience are equally compelling. Supercharging transforms the AMG GT from a car that is fast but occasionally lazy in its power delivery to one that feels immediate and ferocious at every throttle opening.

Throttle Response

Because the supercharger is mechanically linked to the crankshaft, there is zero lag. Touch the accelerator and the blower instantly builds boost. In track driving, this means you can accelerate out of corners sooner and with more authority — you are not waiting for turbos to spool. Many owners report that the car becomes easier to drive at the limit because power delivery is linear and predictable.

Sound Character

The supercharger adds a distinct whine that overlays the V8’s guttural roar. Depending on your exhaust setup, this can be a subtle mechanical symphony or an overt, screaming blow-off note. Enthusiasts who love the sound of a roots-type blower (think Ford GT or Dodge Hellcat) will appreciate the Ricard’s audible signature, though some purists prefer the more muted turbocharged sound. The cat-back exhaust included in the kit also deepens the exhaust note and adds crackles on deceleration.

Driving Dynamics

With the additional low-end torque, the AMG GT’s rear end becomes more playful. The stability control system (ESP) needs to be recalibrated to account for the increased torque, and Ricard provides a custom ESP tune that is less intrusive during aggressive driving. On track, the car feels more planted under power, and the chassis communicates better because you can steer with the throttle rather than constantly adjusting steering angle.

Critical Considerations Before Installing a Ricard Supercharger

A supercharger installation is not something to be rushed into. There are several factors that every AMG GT owner should weigh carefully before writing the check.

Warranty and Manufacturer Support

Installing a Ricard supercharger will void the factory powertrain warranty on the engine, transmission, and related components. Mercedes-Benz has historically been aggressive about denying claims on modified vehicles — even if a failure is unrelated to the supercharger, the dealer may flag the car as modified and refuse coverage. Some owners choose to purchase a third-party extended warranty that allows modifications, but these policies are expensive and have strict requirements on documentation and professional installation.

Insurance Coverage

Notify your insurance company before installation. A supercharged AMG GT is a significantly higher-risk vehicle, and your premium will likely increase by 20–40% depending on your provider and driving history. Some specialty insurers like Hagerty or Grundy offer collector car policies that accommodate modifications if the car is not used as a daily driver.

Long-Term Reliability and Maintenance

The supercharger itself is a robust unit: the twin-screw design uses helical gears and heavy-duty bearings that typically last 60,000–80,000 miles before needing a rebuild (cost: ~$1,200). However, the added heat and stress on the engine require more frequent oil changes — every 3,000–4,000 miles instead of the factory 10,000-mile interval. Additionally, spark plugs should be changed every 15,000 miles under boost, and the supercharger drive belt should be inspected every season.

The AMG GT’s closed-deck V8 is known to handle 800 hp reliably if the fuel system and cooling are adequate. That said, pushing past 900 hp with the competition pulley substantially shortens engine life — many owners report needing a short-block rebuild after 20,000–30,000 miles of hard use. For those who plan to track the car regularly, a forged piston and rod upgrade is highly advisable, adding another $5,000–$8,000 to the project.

The Ricard kit is not CARB-legal in California; it includes a high-flow exhaust that will not pass a smog station visual inspection. Owners in states that follow CARB rules (California, New York, Maine, etc.) will need to keep the original turbo setup for smog checks, or install a smog-triggered switch that temporarily returns the ECU to factory calibration — though this is technically illegal. In other states, the kit bolts on without issues so long as the local muffler shop does not do a deep inspection.

Alternatives to the Ricard Kit

The Ricard supercharger is not the only way to extract more power from the AMG GT. Many tuners offer upgrade packages for the factory twin-turbo setup. For example, Weistec Engineering has long been known for turbo-upgrade kits that add 200+ hp while retaining the factory turbocharger architecture. Their Stage 3 package ($12,000) includes larger turbos, upgraded intercoolers, and custom tuning — a similar price point to the Ricard, but without losing the turbo sound or low-end response trade-off.

Another alternative is Eurocharged’s turbo-back exhaust and ECU tune, which safely adds 80–100 hp for under $3,000 — a much cheaper entry point for owners who want a performance bump without the full supercharger expense. For track-focused drivers, a more radical option is a sequential turbo system from VF Engineering, which uses a smaller and larger turbocharger to eliminate lag while keeping peak power high. However, that system is currently in development for the AMG GT.

Ultimately, the choice between a supercharger and turbo upgrade depends on your driving style. If you value instant throttle response and a linear powerband for track driving, the Ricard supercharger is superior. If you prefer the top-end punch of turbocharging and want to keep the factory engine architecture intact, a turbo upgrade may be the better route.

Installation Experience: What to Expect

Installing a Ricard supercharger is a significant job. Expect the car to be in the shop for one to two weeks. The process involves:

  1. Removing the engine intake ducts, airboxes, and intercooler piping.
  2. Removing the factory turbochargers and exhaust manifolds (a difficult step due to tight clearances).
  3. Installing the supercharger manifold with the intercooler and sealed ducting.
  4. Routing new belt drives and tensioners.
  5. Replacing the exhaust system with the Ricard-supplied cat-back system.
  6. Flashing the ECU with the Ricard calibration and performing a dyno session to verify air-fuel ratios and boost pressure.
  7. Road testing and fine-tuning (usually an additional day).

Owners should be prepared for some minor fitting issues. Ricard is a low-volume manufacturer, and while the kit quality is high, some customers report needing to modify a bracket or shorten a coolant hose by a few millimeters. A good shop will handle these tweaks without issue.

Real-World Owner Feedback

We spoke with Matt, an AMG GT owner in Houston who installed the Ricard kit on his 2017 GT. “The car was already quick, but the supercharger turned it into a monster. The first time I floored it in third gear, I actually laughed out loud — the surge pinned me back and didn’t let up until I hit the rev limiter. But you need to stay on top of maintenance. I change oil every 3,000 miles, and I’ve already blown a belt tensioner at the track. It’s not a set-it-and-forget-it upgrade.”

Another owner in Germany reported that his supercharged GT ran flawlessly for 18 months of mixed street and Autobahn driving, including multiple 200+ mph runs. The only issue he encountered was a slightly high idle due to vacuum leaks from the new intake plumbing — resolved with a vacuum line replacement.

These anecdotes underscore an important reality: the Ricard supercharger is a transformative but demanding modification. It rewards owners who are hands-on and proactive about maintenance.

Final Verdict: Is the Ricard Supercharger Worth It?

The Ricard supercharger kit for the AMG GT delivers exactly what it promises: massive, instant power that catapults the car into supercar territory. With crank horsepower figures approaching 800 and torque above 700 lb-ft, the driving experience is electrifying. The kit is well-engineered, and the positive-displacement blower provides a unique driving character that turbo kits cannot replicate.

However, the costs are real — both financial and in terms of ongoing attention. A $20,000+ investment, coupled with increased maintenance and reduced reliability margins, means this is not a modification for everyone. It is best suited for owners who treat their AMG GT as a weekend toy or track weapon rather than a daily driver, and who are prepared to invest additional time and money into supporting upgrades.

For those who fit that profile, the Ricard supercharger is arguably the best single modification available for the AMG GT. It transforms a great car into a genuinely elite performance machine — one that can run with cars costing three times as much, while still retaining its Mercedes luxury interior and daily comfort. If you want the ultimate expression of the AMG GT’s potential, the Ricard kit is the path to take.

Before committing, research reputable installers, budget for supporting upgrades, and — most importantly — drive a car that has already been converted. The visceral sensation of a twin-screw supercharger spooling behind the dashboard is something that no video or dyno sheet can convey. Once you experience it, the decision tends to make itself.