New Mercedes-AMG GT review

V-engined sports cars are starting to feel like an endangered species, but while the Mercedes-AMG GT Coupé 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 recently did bite the dust, leaving the Aston Martin Vantage and Porsche 911 as the AMG GT's closest remaining 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 how well it handles and how it compares with those other sports cars you might be considering.

Despite having only four cylinders, the entry-level engine in the Mercedes-AMG GT Coupé produces a hefty 415bhp, plus it has mild-hybrid tech that adds a further 14bhp. That's enough to get this AMG 43 model from 0-62mph in 4.6 seconds.

If you want a V8 in your AMG GT, the cheapest way to get one is by going for the AMG 53, which ups power to 469bhp and cuts the 0-62mph time to 3.9 seconds. Alternatively, there’s the 577bhp AMG 63 and 604bhp AMG 63 Pro, which can each sprint to 62mph in 3.2 seconds – outpacing even an Aston Martin Vantage or Porsche 911 GTS.

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

Even more impressive than the car’s acceleration, though, 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 totally dominates the driving experience in all situations, but particularly when you're really going for it.

If you think 604bhp still isn't enough (perhaps your surname is Hamilton or Russell) you'll want an even more powerful version of the AMG GT called the S E Performance, which combines the 604bhp V8 from the AMG 63 Pro with a 202bhp 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 and almost as rapid as a Porsche 911 Turbo S.

Like the 296 GTB, the range-topping AMG GT 63 S E Performance is a plug-in hybrid and when the battery is fully charged you can drive for short distances (around eight miles) purely on electricity. Don’t go thinking that 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. Unfortunately, this is where most of the versions of the GT we’ve tried miss the high watermark set by rivals. They feel quite heavy and ever-so-slightly cumbersome compared with a Porsche 911. What’s more, the steering isn't as feelsome or direct as a 911's, so it doesn't give you quite the confidence you might be hoping for when driving quickly.

The exception is the Mercedes-AMG GT 63 Pro, which turns into corners more eagerly than 'lesser' versions, aided by improved aerodynamics, which reduce front-end lift and increase downforce. It also 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 those ride in a slightly brittle and unsophisticated way in urban environments.

In addition, they generate just as much road noise as a 911 on a motorway, so if you're hoping the AMG GT blends the fun and interactivity of a great sports car with the continent-crushing ability of a Bentley Continental GT you'll be slightly disappointed.

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

The interior of the Mercedes-AMG GT Coupé 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 Porsche 911 and (indirectly) the Bentley Continental GT, that's a pity. Some of the plastic fixtures feel decidedly lightweight.

More positively, the standard digital instruments – on a screen behind the steering wheel – are easy to read and can be set up in various ways. 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 Ultimate versions.

On the steering wheel you’ll find a control to change the character of the car. Among other things, you can adjust the responsiveness of the accelerator and the speed of gearshifts. It's simple enough to use, although it's a shame the other controls on the wheel (for the infotainment system and cruise control) are touch-sensitive. 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.

Rear visibility isn’t as terrible as you might be fearing but you'll still be glad of the rear parking sensors and 360-degree parking camera. The long bonnet – the end of which you can’t really see – means you’ll also need to rely on the standard front sensors.

“Overall, I’d say the interior isn't significantly plusher than the one in a Mercedes E-Class.” – Neil Winn, Deputy Reviews Editor

There's plenty of leg and head room for six-footers in the front of the Mercedes-AMG GT Coupé, 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. A decent amount by sports car standards, in other words.

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, see our Mercedes-AMG GT 4-door review.

The boot in most versions is generous and has a big hatchback-style tailgate. 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 S E Performance model, 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 plug-in hybrid (PHEV) 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 a four-cylinder Mercedes-AMG GT Coupé will cost you more than an entry-level Porsche 911 Carrera. Meanwhile, the pricier versions will set you back almost as much as an Aston Martin DB12. On the plus side, it undercuts the Ferrari 296 GTB and Lamborghini Huracán by tens of thousands of pounds.

Surely the plug-in hybrid (PHEV) AMG GT can also save you money if you run one as a company car and pay BIK tax on it? Well, actually, no – even if you're lucky enough to spot the AMG GT 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 37% 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. As the saying goes: if you can afford to buy it, you can probably afford to run it.

The cheapest trim is called Premium, and in the main it comes with lots of standard equipment. It's slightly bizarre, though, 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 Mercedes-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 when you get it as standard on a Toyota Aygo X, which costs a fraction of the price of the AMG GT.” – Will Nightingale, Reviews Editor

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