Mercedes AMG GT review

V-engined sports cars have become an endangered species, but while the Mercedes-AMG GT is now available with a turbocharged four-cylinder motor, that doesn’t mean the V8 versions have gone extinct.

By contrast, the V10-engined Audi R8 and the V6-engined Honda NSX have bitten the dust, leaving the Aston Martin Vantage and Porsche 911 as the AMG GT's closest rivals.

If you regularly carry adult rear passengers, you might want to check out our separate Mercedes-AMG GT 4-door review.

However, here we’re focusing on the two-door Mercedes AMG GT Coupé – looking at how fast it is, how well it handles and how it compares with other sports cars. Read on to find out how we rate it...

The entry-level, four-cylinder petrol engine in the Mercedes AMG GT 43 produces a hefty 416bhp, plus it has mild-hybrid tech that adds a further 14bhp. When you put your foot down it builds speed effortlessly, officially sprinting from 0-62mph in 4.6 seconds. That’s faster than a four-cylinder Porsche 718 Cayman – but then the 718 is considerably cheaper. 

The accompanying noise when you push on in the entry-level AMG GT doesn’t have the same level of drama as V8 versions but it’s still fairly satisfying. Fed mainly through the speakers, it’s purposeful rather than monstrous.

The least-expensive V8 is the AMG 55, which has 469bhp and cuts the 0-62mph time to 3.9 seconds. Alternatively, there’s the 577bhp AMG 63 and 603bhp AMG 63 Pro, which can both sprint to 62mph in 3.2 seconds – outpacing the Aston Martin Vantage but slightly behind the Porsche 911 GTS.

It helps that four-wheel drive is standard on all V8 AMG GT’s to get them off the line with minimal wheel spin. Then, once you’re moving, the nine-speed automatic gearbox positively whips up through its ratios.

As impressive as the car’s acceleration is the noise the V8 makes. Its deep, thunderous tone at low revs becomes a furious bark when you let the revs rise. As a result, the engine dominates the driving experience, but especially when you're really going for it in the more aggressive drive modes. Here, the automatic gearbox punches through the gears to add a bit more theatre.

If you think a 603bhp Mercedes still isn't enough (perhaps your surname is Antonelli or Russell) you'll want an even more powerful version of the AMG GT called the S E Performance, which combines the 603bhp V8 from the AMG 63 Pro with a 201bhp electric motor. We haven't tried it yet, but the S E Performance can officially rocket to 62mph from a standstill in just 2.8 seconds – quicker than a Ferrari 296 GTB.

Like the 296 GTB, the range-topping AMG GT 63 S E Performance is a petrol plug-in hybrid (PHEV) and when the battery is fully charged you can drive around seven miles using electricity alone. Don’t go thinking you’re doing your bit for the planet though: the electric motor’s primary purpose is to boost power to stratospheric levels.

Of course, the best sports cars are also rewarding to drive on roads that don't resemble a runway. That’s where the entry-level GT 43 comes into its own – its lighter weight makes it feel more agile. 

That’s helped by it being rear-wheel drive only and tweaks to the steering, making it feel sweeter and keener as you turn into corners. True, the Porsche 911 is even better, but the GT 43 is a pleasure to thread along a country road, feeling predictable and approachable. 

Most V8 versions we’ve tried handle well but miss the high benchmark set by rivals, feeling heavy and ever-so-slightly cumbersome compared with a 911. While versions with rear-wheel steering dart into corners quickly, the steering isn’t as feelsome as a 911’s. The GT feels a bit more nervous and doesn't give you the confidence you might want when driving quickly.

The exception is the AMG GT 63 Pro, which turns into corners more eagerly, aided by improved aerodynamics, which reduce front-end lift and increase downforce. It helped, no doubt, that our test car was fitted with high-performance Michelin Pilot Sport Cup 2R Cup tyres, which are a no-cost option.

We’ve only driven the GT 63 Pro on track, where it handles high-speed compressions of the suspension just as comfortably as other AMG GTs. However, on the road the ride in non-Pro versions can become slightly brittle and unsophisticated in urban environments when driving in Sport+ mode.

You can use the handy controls on the GT's steering wheel to customise the mode you’re in. We found Sport+ mode for the engine and gearbox, while the suspension is set to Sport, was a good compromise on the road. 

Indeed, dialled down to Comfort or Sport, the suspension has a bit more give to round off bumps and let the ride settle down, although it still tends to be deflected by mid-corner bumps more than a Porsche 911.

The level of road noise isn’t as harsh as it is in a 911 on motorways but is still relatively loud compared with a Bentley Continental GT. As a result, the AMG GT doesn’t quite blend the fun and interactivity of a great sports car with the continent-crushing ability it sets out to do.

“The AMG 63 Pro is no faster than the regular AMG 63 to 62mph but I reckon its extra power would give it a handy advantage on a mountain road or around a track.” – Steve Huntingford, Editor

The interior of the Mercedes AMG GT looks almost as dramatic as the outside thanks to a bulbous centre console that fences the driver off from the passenger. Meanwhile, turbine-style air vents and lots of ambient lighting add to the theatre.

Less impressive is the quality of materials inside. Given the high price and the high benchmark set by rivals such as the Aston Martin Vantage, the Porsche 911 and (indirectly) the Bentley Continental GT, that's a pity. Some of the plastic fixtures, like the air vents, felt cheap in the Mercedes A-Class, let alone the AMG GT.

More positively, the digital driver's display behind the steering wheel is easy to read and can be set up in more ways than most rivals.

There’s also lots of seat and steering wheel adjustment to help drivers of different sizes get comfortable, and the seats themselves are supportive – especially the AMG bucket seats in the GT63 Pro.

As mentioned, on the steering wheel you’ll find controls to change the character of the car. One purely changes driving mode, while the other can do everything from change the suspension settings to raising the rear spoiler and turning the sports exhaust on/off. 

They’re simple enough to use, it's just a shame the other controls on the wheel (for the infotainment system and cruise control) don’t follow suit – instead, they’re touch-sensitive and fiddly. Proper physical buttons would be much more user-friendly.

The infotainment system is standard Mercedes fare. That means there's an 11.9in touchscreen in the middle of the dashboard that responds quickly when you press it. That said, the operating system isn't quite as intuitive as the equivalent in the Porsche 911 while an Aston Martin Vantage has physical controls that make adjusting the climate control temperature a breeze.

Thankfully, the long sloping rear pillars don’t impede your view out very much when looking over your shoulder, while rear visibility isn’t as terrible as you might fear. Even so, you'll be glad rear parking sensors and a 360-degree parking camera are standard to help out.

The GT's long bonnet – the end of which you can’t really see – means you’ll need to rely on the standard front sensors.

“The AMG GT looks great inside and out, but I think it’s a little disappointing that the overall interior quality is no better than in a Mercedes E-Class.” – Dan Jones, Senior Reviewer

There's plenty of leg and head room for six-footers in the front of the Mercedes AMG GT, and getting in and out doesn't require the same degree of contortion as with some sports cars.

Stowage space isn't exactly brilliant but there's a good-sized cubby under the central armrest, a couple of cupholders below the infotainment touchscreen and a small door pocket on each side of the car. While the glovebox is narrow, there’s still a decent amount of storage overall by sports car standards.

Perhaps the AMG GT's strongest selling point in terms of practicality is that the latest version has a couple of usable rear seats. You can fit Isofix child seats in them or even carry smaller adults for short distances.

We found the back seats slightly more usable than the rear seats in the Porsche 911 although the AMG GT is still very much a 2+2 rather than a proper four-seater. For a more practical alternative, the Bentley Continental GT is more accommodating but for a proper four-seater see our Mercedes-AMG GT 4-door review.

The boot in most versions of the GT is generous and there's a big hatchback-style tailgate to make access easy. It has a very respectable 321-litre capacity, which is more than in a 911 and enough for a couple of weekend bags or even a set of golf clubs. As a bonus, you can fold down the rear seatbacks to extend the boot.

Be warned, though: in the plug-in hybrid version – the S E Performance – boot space shrinks to just 182 litres. We haven't had a chance to poke around in it yet, but we understand it's because a fair amount of space is eaten up by the battery that powers the electric motor.

“I had no trouble fitting my seven-year-old daughter’s child seat in the back of the Mercedes AMG GT.” – Steve Huntingford, Editor

Even the four-cylinder Mercedes AMG GT’s price tag seems pretty steep: it costs slightly more than an entry-level Porsche 911 Carrera (which gets two more engine cylinders). Meanwhile, the pricier versions will set you back almost as much as an Aston Martin DB12. On the plus side, the GT undercuts the Ferrari 296 GTB by tens of thousands of pounds.

You might be wondering whether the plug-in hybrid AMG GT can save you money if you run one as a company car. Well, actually, no. Even if you're lucky enough to find it on your firm's fleet car options list, the S E Performance PHEV will work out more expensive than the regular V8-powered car. That's because all AMG GTs fall into the top BIK tax bracket and the S E Performance has a higher list price.

Similarly, fuel, tax, insurance and tyre bills are going to be steep – but then the same is true of rival sports cars. But then if you can afford to buy one, you can probably afford to run it.

The AMG GT's cheapest trim is called Premium, and in the main it comes with lots of standard equipment. It is, though, slightly odd that on a car this expensive you have to pay extra for adaptive cruise control (it's part of the Driving Assistance Package).

Safety equipment includes automatic emergency braking (AEB), traffic-sign recognition, blind-spot monitoring and a driver attention alert system – although like most sports cars, the AMG GT hasn't been certified by Euro NCAP.

We don't have reliability figures for the AMG GT but we can tell you that Mercedes finished 22nd out of 31 manufacturers ranked in our 2024 What Car? Reliability Survey. Porsche finished one place higher, in 21st.

“I do find it disappointing that you have to pay extra for adaptive cruise control on the AMG GT when you get it as standard on a Toyota Aygo X costing a fraction of the price.” – Will Nightingale, Reviews Editor

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