The last-generation AMG GT is one of my favorite Mercedes vehicles. I’ve driven everything from the base car to the 720-horsepower Black Series, and put thousands of miles on it. The old GT had all the luxury you’d expect from a Mercedes product, but always put the driving experience first.
I can’t say the same about the new AMG GT63. It’s heavier, roomier, more powerful and less agile than before. This version of the company’s two-door flagship has taken a new path, prioritizing technology and speed over driver involvement. It’s a far cry from the car it replaces. While the AMG GT63 is still great, I miss the old GT.
| Brief Specifications | 2024 Mercedes-AMG GT63 |
| Machine | 4.0-liter V-8 engine with twin turbos |
| Transmission | Nine Speed Automatic |
| Output | 577 Horsepower / 590 Pound-Feet |
| Speed 0-60 mph | 3.1 Seconds |
| Price / Price According to Test | $175,900 / $205,200 |
The final GT was a pure AMG product, designed in-house by Mercedes’ legendary performance division, a personal project of then-CEO Tobias Moers. The low, front-mid engine design and transaxle layout allowed the engine to be tucked behind the front shock towers, giving it a striking appearance and, more importantly, a 47/53 percent front-to-rear weight distribution.
As part of the company’s initiative to slim down its platform lineup, the new AMG GT takes its shape from the more mundane SL convertible. It shares nothing with the previous car, save for its name, engine and number of doors. It’s a different car with a different purpose and a completely different attitude.
Gone is the track-friendly weight distribution, reversed to a 54/46 front-to-rear split thanks to standard all-wheel drive (a first for an AMG GT) and a more traditional transmission placement (directly behind the engine). The new GT’s wheelbase has been stretched nearly three inches to accommodate a pair of optional rear seats, while its overall length has grown by about five inches.
DW Burnett
Pros: Awesome design, Great thrust, Comfortable enough for road trips
All that extra stuff adds weight. The new GT is 783 pounds heavier than its predecessor, which weighed 4,343 pounds, according to Mercedes—ridiculous for a coupe with such sporty intentions. The AMG’s closest competitor, the Porsche 911 Turbo, is 700 pounds lighter.
That weight is easily felt when you turn the wheel. While the steering is well-weighted, the smooth front-end feel of the last GT is nowhere to be found. What seems like acres of mechanical travel has removed any hope of a feedback-rich experience. The steering is quicker than before, though, with tight second-gear turns requiring no more than a quarter-turn of the wheel.
The GT shines brightest on open highways and boulevards, where its 577-hp twin-turbo 4.0-liter V-8 can flex its thunderous torque curve. That’s the most exciting part of this car, full of the kind of character you’d find at a historic event full of early-2000s IMSA rockets. Triple-digit speeds are achieved effortlessly. And usually by accident, simply because you weren’t paying attention to the numbers on the speedometer. In this car, 130 mph feels like 65.
DW Burnett
DW Burnett
That’s not to say you can’t push the AMG through tighter roads. Standard 4Matic+ means grip is no longer an issue, allowing for more throttle at low speeds than was ever possible in the last GT. And kudos to whoever tuned the suspension. It’s the same plush AMG Active Ride system found in the SL and new G-Class, ditching the traditional stabilizer bars for a hydraulically linked system. It’s perfectly damped to work with the car’s weight on fast, uneven pavement. The rear feels like it’s attached to the road with a few hundred bungee cords, remaining unmoved through quick transitions, sudden inputs and clever thrusts of throttle.
The composite brakes offer a rare blend of consistency, smoothness and stopping power that’s hard to find anywhere outside the luxury-exotic segment. They’re easy to modulate at normal speeds and in slow-moving traffic, but they provide plenty of grip if you really get on the pedal. I didn’t notice any fading during testing, though without an open racetrack it’s hard to judge how well these brakes will hold up to repeated, high-threshold use, especially given their weight.
DW Burnett
Cons: Touch controls are terrible, less fun than previous AMG GTs, expensive
The gearbox is another sign of the GT’s changing attitude. Aside from its placement directly behind the engine, it’s no longer a dual-clutch unit, but rather a nine-speed automatic borrowed from the rest of the AMG lineup. While upshifts feel as snappy as before, downshifts aren’t as crisp. Still, I never had to wait for a shift, nor was I denied a shift when I asked for one. The transmission is as good as any eight-speed torque converter you’ll find in any new BMW M car. But it can’t match something like Porsche’s God-given PDK gearbox.
This new attitude pushes the AMG into grand tourer territory, matching the BMW M8 and Aston Martin DB12. While I’ve never driven an Aston, the GT is dynamically superior to the bigger, taller BMWs, but it’s a far cry from the pure two-seater AMGs I love so much.
All that extra space comes with a few advantages. The GT doesn’t have the roomy interior of a 911, but it’s much roomier than the previous version, making long-distance travel easier. We recommend opting for the available rear seats. They’re snug, but they’re also very useful in a pinch. Plus, they make great storage shelves when you’re not using them for passengers.
DW Burnett
Need more space? Don’t worry, the new GT is still a hatchback, which means the load area is spacious with plenty of room for luggage. And because there’s no transaxle under the cargo area, the trunk floor is much lower and deeper than before. You could actually carry four people and all their luggage if you really wanted to.
Doing so requires you to interact with AMG’s awful capacitive touch controls. Like the drivetrain, the new GT borrows its interior from the SL. There’s a 12.3-inch display screen for the gauge cluster and a large, portrait-oriented 11.9-inch touchscreen that dominates the dashboard. This screen controls everything from drive modes to climate control to infotainment. While touchscreen-only climate controls aren’t ideal, at least the controls are permanently displayed at the bottom of the screen.
What really bugs me are the physical touch buttons on the steering wheel. They require light, delicate swipes for things like changing the volume, changing tracks, and adjusting cruise control speed. Often you’ll accidentally click something while holding the wheel, or misclick it because all the buttons are touchpads. They’re also inconsistent, requiring very specific pressure from your finger to react—not what you want when driving.
DW Burnett
DW Burnett
Then there’s the price. The GT63 offers more than ever before—comfort, power, usability—which means it costs a lot more. The manufacturer’s suggested retail price is $177,050 including freight, $9,400 more than the 2021 AMG GT R and $57,400 more than the standard ’21 GT.
This car is right in the 911 Turbo’s territory—a highly competitive segment that Porsche has dominated for decades. Our test car was loaded with nearly $30,000 worth of options that included a set of adjustable bucket seats, a Burmester sound system, a panoramic glass roof, and a set of handsome 21-inch forged wheels.
The 2024 AMG GT feels more capable and versatile than its predecessor. It may be quicker on the track, too. But the experience is less memorable. The last GT was a unique car with a lot of character; something you couldn’t find anywhere else on the market. What was once a fun alternative to the cheaper 911 range has now become another high-priced grand tourer, with very little to distinguish it from other than a larger trunk space. And with interior controls that aren’t user-friendly, it’s hard to recommend. The new GT is anything but boring. But then, neither are its rivals.
In my opinion, I would buy a 911 Turbo any day.
DW Burnett
