Mercedes-Benz AMG GT review

• Overview
• What is it?
• HAS IT FOLLOWED THE C63 DOWN THE HYBRID PATH?
• WHY HAS MERCEDES REPOSITIONED THE AMG GT?
• SO HOW PRACTICAL IS IT NOW?
• IT STILL LOOKS SIMILAR TO THE OLD CAR, WHERE HAVE THEY FOUND THE ROOM?
• DOES THAT MEAN IT’S SLOWER?
• TALK TO ME ABOUT TECH.
• HOW DOES IT STACK UP AGAINST RIVALS?
• Our choice from the range
• What's the verdict?
• Aston Martin DB12
• Porsche 911 Turbo
• Ferrari Roma
• Driving
• What is it like to drive?
• BE NICE TO HAVE SOME INDUCTION NOISE, THOUGH.
• BUT THE NEW GT HAS A CHASSIS THAT COPES?
• IS IT A PROPER ENTERTAINER?
• ANYTHING TO DO WITH THE 4WS? 
• ARE THERE MODES?
• Mercedes-AMG GT 63 S E Performance review: 831bhp PHEV tested
• Mercedes-AMG GT R review: is the Roadster sacrilegious?
• Mercedes AMG GT S review: updated Roadster hits the UK
• Interior
• What is it like on the inside?
• HOW ABOUT THE REAR SEATS? WILL PEOPLE FIT?
• HOW’S THE DRIVING ENVIRONMENT?
• DOES IT COME FULLY LOADED?
• Buying
• What should I be paying?

Overview

What is it?

The second generation of the AMG GT supercar. And no longer a supercar. That arrived back in 2014 as an aggressive, long bonneted, two-seater. Now it’s a four seat (OK, optionally) Super GT, a rival to the Aston Martin DB12 and Ferrari Roma as much as the Porsche 911 Turbo.

Very little is carried over from the first gen. The chassis architecture is all-new and shared with the SL, but Mercedes is at pains to point out this is not an SL with a fixed roof – the two cars were developed independently. That’s clear when you start driving it. The GT is far more fluent and capable – not only than the SL, but also its aggressive and edgy predecessor.

HAS IT FOLLOWED THE C63 DOWN THE HYBRID PATH?

Nope, this uses the familiar 4.0-litre twin turbo V8 in two states of tune: a GT 55 with 469bhp and a GT 63 with 577bhp courtesy of higher turbo boost pressure, better airflow and modified engine software. Initially UK buyers will only be offered the more powerful version, costing around £160,000 – around £10,000 cheaper than the equivalent SL.

The 55 will probably only follow if there’s demand for a more affordable entry-level model. However, further down the line, expect to see a GT 63 e-Performance that uses the same plug-in hybrid tech as the 831bhp GT 63 4dr. But that’s only been teased as a concept so far.

WHY HAS MERCEDES REPOSITIONED THE AMG GT?

Due to customer demand. Buyers of the old car complained that it wasn’t useable enough, that it was cramped, difficult to see out of and they wanted more space. The message was clear: ‘We’re going to buy Porsche 911s unless you give us what we want’. Only 5-10 per cent of AMG GT customers ever took their car on track, so that wasn’t a motivating factor.

SO HOW PRACTICAL IS IT NOW?

The boot is downright generous – Merc says 321 litres, but it acts bigger. And those back seats fold, increasing load space to 675 litres. It’s almost a shooting brake. The rear seats are apparently fine for people ‘up to 1.5m’ tall. Translation: pre-teen kids with all the flexibility that entails.

IT STILL LOOKS SIMILAR TO THE OLD CAR, WHERE HAVE THEY FOUND THE ROOM?

It’s considerably bigger. 180mm longer, and 70mm taller. It’s actually narrower than the last one – again due to customer feedback that they found it challenging to thread down narrow roads. They weren’t wrong about that. It’s a cleverly designed car – it doesn’t look larger than its predecessor, still has the thrusting front end, but the proportions and surfacing are good – it’s a handsome, striking car without being too overt.

It still has a relatively long bonnet, but the cabin isn’t so comedically far back now. The driver has been shunted forward by 20cm and the cabin has a larger glass area to improve visibility. There’s a catch to all this. The weight has gone up considerably. At 1,895kg the GT weighs a quarter of a tonne more than the car it replaces.

DOES THAT MEAN IT’S SLOWER?

Depends how you measure it, we suspect. On paper over the standard increments, absolutely not. The new GT is 4WD as standard, which gives it a predictable advantage from a standing start. 0-62mph takes 3.2 seconds – and even the fastest of the old GTs, the Black Series, could do no better than match that time. However, the mass means that for roll on performance the new car doesn’t quite have the snap and forcefulness of the fastest old GTs.

But it’s still a wonderfully charismatic powertrain, mated here to a 9spd multi-clutch gearbox. Top speed is 196mph.

TALK TO ME ABOUT TECH.

AMG is using plenty of it to help overcome the weight. It needed this new GT to have a broad sweep of capability and be easy to drive fast. The old car was snatchy at times (it got better as it was developed through the course of its life – the GT R was an awesome bit of kit), but this one couldn’t be. It needed to be smooth, yet agile – tricky with the size and weight.

Four wheel steering was a logical, proven addition, but more radically the GT has done away with anti-roll bars. Instead it features hydraulic cross-linked dampers – the same tech McLaren fits to the 750S. Pressure through the system not only varies suspension stiffness, but can act very fast to resist roll through corners. It’s also optional on the SL, and will even be fitted to the G-Class in due course.

There’s also active aero via a five-position rear spoiler and drop-down underbody panel behind the front splitter, while the 4WD system – as in the E63 and others – can be rear-wheel drive only in Drift mode. There are six driving modes and an electronic differential on the rear axle. It’s a complex car, but to drive it’s friendly and benign, rides comfortably and quietly, yet has enough driving nous to entertain.

HOW DOES IT STACK UP AGAINST RIVALS?

It’s up against a talented bunch. The McLaren GT, Ferrari Roma and Porsche 911 Turbo are all stiffer and more sporting, this feels more aligned to the Aston Martin DB12 and Maserati GranTurismo even if it doesn’t have the same cachet. However, it’s considerably more desirable (if also more costly) than the £140,000 BMW M8.

Our choice from the range

Mercedes-Benz

GT C 50 Edition 2dr Auto

£136,005

It might seem a subtle shift of positioning, to go from a relatively hardcore sports car to a super GT – nothing more than the addition of practicality – but the GT comes across as a car more comfortable in its own skin. The old GT was always looking for a role, a purpose: now it has a clearer sense of its own identity.

It’s lost a little character and toughness in the process, but it’s well resolved and gets AMG back on track after the curiously imbalanced SL and poorly received 4cyl C63 hybrid. This is its flagship, its statement car: it keeps the roaring V8 alive a little longer and should attract more customers than the old GT. It’s lost its uniqueness, but gained a whole heap of capability.

Aston Martin DB12

Porsche 911 Turbo

Ferrari Roma

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Driving

Driving

What is it like to drive?

It’s very easy and undemanding, yet rather satisfying. It responds to inputs cleanly and obediently and makes a corking noise. Don’t underestimate the importance of that. The thumping V8 is a core AMG asset, and it will be much missed when it inevitably goes (as we’ve discovered with the C63).

The M177 ‘hot vee’ twin turbo engine is largely carried over, but obviously tweaked here and there. The headlines are 577bhp and 590lb ft at only 2,500rpm. That gives it great flexibility to go with the lightly epic soundtrack. It’s slightly disappointing that the soundtrack all comes from the exhaust rather than from the engine itself, but we can’t see many owners caring too deeply about that.

BE NICE TO HAVE SOME INDUCTION NOISE, THOUGH.

Rare thing to find these days. And this exhaust does sound very, very good, all rumbling, barking and crackles on the overrun. Above 3,000rpm throttle response is all but immediate and the rate of acceleration is suitably fearsome. That said, in its class 585bhp is pretty underwhelming. It’s certainly quick enough, but doesn’t have the utter thrust of a 911 Turbo, nor the penetration of a McLaren GT. 585bhp always felt more than enough in the old car – mainly because it was that much lighter, but also because the chassis and rear axle weren’t as able to cope with the power.

BUT THE NEW GT HAS A CHASSIS THAT COPES?

You’d imagine the new car’s more open monocoque structure would decrease rigidity, but the opposite is true and torsional rigidity is up 18 per cent. That gives the multi-link suspension and its hi-tech damping system a good platform to work off.

What you notice first is how well it rides. Comfort mode almost feels too soft, and where in other AMGs you’d never even consider stiffening the suspension right up on the road, here you’re not penalised to anything like the same extent. Work on refinement and vibration, plus the nine-speed gearbox’s long top ratio has given it good cruising legs, but don’t ever think it’s going to be very efficient. We saw a motorway best of 22.5mpg. In the mountains that fell dramatically.

IS IT A PROPER ENTERTAINER?

Up to a point, yes. That point being about nine-tenths, which is plenty high enough. Above that the weight starts to tell, the steering just loses its clear communication, the weight begins to unsettle the chassis and the brakes go slightly soft and long. It doesn’t like being pushed this hard, it becomes slightly vague.

Super GT remember, not supercar. Limit handling is no longer a key battleground. Instead we have a car that retains its composure long after the old one did, and is quicker and more confidence inspiring, if not wilder, down a demanding road. You don’t feel the 4WD interfering too much, its presence is mostly surreptitious and the GT is far more likely to edge out at the back.

ANYTHING TO DO WITH THE 4WS? 

Mostly to do with your right foot. The power distribution certainly favours the rear axle. For the most part the 4WS is a benign presence, you just notice that you’re turning in a bit more alertly than you expected and the car is pivoting around you rather than leading in from the nose. However on a few occasions, turning in off throttle, the rear end arced out quite dramatically. Perhaps the new GT’s trying to mimic the old in some way.

ARE THERE MODES?

There are and they’re plentiful. Six different driving modes and a wide range of parameters to adjust from aero and exhaust to suspension, differential and gearbox. If you’re keen, you can play for hours, but the GT doesn’t massively encourage that. When push comes to shove it’s not as dynamic and alert as a 911 Turbo.

Depending on your use case it runs the Porsche very close. If you find the 911 a bit too much, this sits you that bit higher, has a more laid back character, gives you confidence to hurl it about and very rarely bites back.

It also does a great job of concealing its speed across the ground. Bit of a mixed blessing this one. Body control is excellent, it’s mostly calm on the road and carries speed very effectively. Keep checking the speedo is all we’d say.

Mercedes-AMG GT 63 S E Performance review: 831bhp PHEV tested

£173,655

Mercedes-AMG GT R review: is the Roadster sacrilegious?

£184,785

Mercedes AMG GT S review: updated Roadster hits the UK

£126,985

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Overview

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Interior

Interior

What is it like on the inside?

In the old GT you were basically sat on the back axle, peering out over a batmobile bonnet. It was cramped, the gearlever was mounted too far back and it made you feel unsettled. All of that has been rectified.

The glass area is bigger so it’s lighter inside and easier to see out of. You’re not as far back in the chassis as there are now rear seats and a bigger boot. The hatchback lid is large and electrified (of course) and apparently there’s room for golf clubs (blame customer focus groups for that). The one-piece seat back folds to boost the load bay from 321 to 675 litres.

HOW ABOUT THE REAR SEATS? WILL PEOPLE FIT?

Depends on the people. This is not a luxury rear compartment in the mould of a Conti GT. It’s cramped back there, people will only fit if the driver is short and the front passenger prepared to stuff themselves forward, not easy as the footwell isn’t deep. It’s best to treat them as an extra luggage zone, but the reason they’re there is that owners wanted to use the car at weekends with their kids. Small ones will fit. Booster seats can be used. Just bear in mind that the seats aren’t necessarily standard. They will come with some versions, but on others, will likely have to be specified.

HOW’S THE DRIVING ENVIRONMENT?

The seats are good, if a little firm and not as shapely as they could be. But they sit you well in the car, so you’re reasonably confident positioning the car in town. Unless you find yourself dealing with cobbles and width restrictors, where the GT – still 1,984mm wide – struggles and isn’t as easy to place as a 911. But then what is?

We had more issues with the screens and menus. Mercedes does love a jazzy graphic and here there are six different dash designs to choose from. Luckily one of them gives you a pair of dials. The swipe pads on the steering wheel appear to be getting better at responding to inputs but they’re still not the right solution.

At least you’ve got ready access to the dynamic controls using the switches and dials in the lower half of the steering wheel. Those operate logically.

DOES IT COME FULLY LOADED?

With driver safety systems? Absolutely. Luckily it’s pretty easy to disable them with only a few screen presses. To properly answer your question though: 20-inch wheels are standard, 21s optional and the GT will align with other Mercs by having a variety of trim levels, each bringing more kit. Those have yet to be confirmed. Top ones will come with the 1,170-watt Burmester sound system.

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Driving

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Buying

Buying

What should I be paying?

Prices haven’t been confirmed yet, but the SL63 is likely to start at around £160,000. That’s a hefty chunk of money, and although it should be well equipped, you’ll be adding more if you want the AMG driving pack or exterior carbon. It’s big money for what is a relatively mass produced car that doesn’t have the brand strength of Ferrari, Aston, McLaren or even Porsche.

However, if you’re nervous about trusting the reliability and quality of Aston or McLaren, worried about the potential costs of Ferrari ownership and have decided the Porsche isn’t for you, then the AMG GT makes a convincing case for itself as a top end daily supercar.

Order one soon – it’s due to go on sale before the end of this year and you should take delivery sometime in the middle of 2024. The waiting list shouldn’t build too quickly – this is not a car that’s likely to get over-hyped a la 911 GT3 and cause rocketing residual values. Supply isn’t limited, and the AMG badge doesn’t have the pull of its rivals.

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Specs & Prices

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