TEST DRIVE: Mercedes-AMG GT 63

The Mercedes high-performance AMG division has a wide fleet of models available to buyers, with everything from sedans, coupes and convertibles to SUVs, but there’s only one true sports car in the bunch, the AMG GT Coupe.

The GT Coupe is the model that Mercedes-AMG races in GT3 and GT4 competition around the world and competes directly against cars like the Porsche 911 and Aston Martin DB12.

The GT Coupe has been around since 2014 and has been heavily revised for the second-generation car that was introduced for the 2024 model year. Although it’s instantly recognizable to anyone who’s seen the first-generation car, there’s a lot that’s new for 2024.

Most notably, the new GT shares the same chassis as the SL roadster, has an optional back seat and can be had with a turbocharged four-cylinder motor along with turbocharged V8 and hybrid powerplants. All-wheel drive is now standard. It’s also loaded with a lot more tech than the previous generation car and has gained some weight, but it hasn’t lost its soul.

I drove the GT 63 model ($179,050), which has a 4.0-liter biturbo V8 under its long hood that puts out 577 horsepower and 590 foot-pounds of torque.

The two models that flank the GT 63 in the lineup have the same engine, though it’s detuned to 469 hp in the GT 55 ($137,550), and paired with an electric motor in the GT 63 S E Performance ($195,900) to put out 805hp.

At the bottom of the lineup, the GT 43 coupe ($105,900) uses a 2.0-liter turbocharged inline-four with hybrid assist that puts out 416hp.

Mercedes-AMG designers have retained the long hood and short rear deck look that the GT has always had, but the new car is a bit larger and heavier than before.

Specifically, the wheelbase is 2.8-inches longer, the length is 7.1 inches longer and at 4,343 lbs., it weighs around 600 lbs. more than the previous GT. The designers did a good job of hiding the gains in size, as the proportions and lines of the new GT make it look a bit smaller to me than the last one.

The shape of the GT is aggressive and nicely proportioned. The front is particularly attractive with the large center grill and badge flanked by side air inlets that all have clean lines.

The design is attractive from the rear as well, though it does look a little too much like the back end of a Porsche 911. An active rear spoiler deploys above 50mph with up to five different angles to enhance stability.

Inside, the GT is dominated by a new 11.9-inch touchscreen display on the center of the console, which controls most of the features on the car. There are also a lot of controls on the steering wheel, including two round dials on the bottom of the wheel that access driving modes and performance features.

The display is too large for my tastes, but the interior is nicely appointed and finished. One odd feature is the pad that sits in the middle of the center console, which seems to have no purpose.

Drivers of the AMG GT will have no shortage of data available to them. Through the display, you can access everything from tire pressure and temperature to fluid temperatures and engine information for torque and horsepower output.

Driving modes include Snow, Individual, Sport, Sport+ and Race. It’s thoughtful that the climate controls are visible on the bottom of the center display all the time for easy access, and you can shut off the display above the climate controls if you wish.

It becomes clear after driving the AMG GT 63 that it retains its sporting nature while also evolving into a more usable daily driver.

The engine is an excellent one, with great response after you get past a little turbo lag and loads of torque. It’s hard to define “character” as it relates to a car engine, but this one has it and you’ll know it when you drive it. The nine-speed automatic is well matched to the engine and has shift speeds that feel like a dual-clutch.

I love the view over the long hood in this car with its contours and curves, but you also feel more at the center of things than in the previous GT, where you felt like you were sitting on top of the rear axle. Despite its larger size and greater weight, this GT 63 felt smaller to me from behind the wheel than the last GT C Coupe I drove, which is a testament made to AMG’s ability to control the added weight.

Handling and steering responsiveness is impressive in this car considering its size, with surprisingly sharp turn-in and ease in changing direction in quick transitions.

This is aided by the active ride control suspension, which manages roll stiffness by hydraulically interconnecting all four adaptive shock absorbers. The suspension is a five-arm multilink setup front and rear, and there’s also an electronically controlled limited slip differential.

Living with an AMG GT 63 is easy for a car that looks like a supercar. There’s a surprisingly large cargo area at the rear, and you can even order it with rear seats if you want, though they aren’t made for normal adults and will be used mostly for extra storage (like the 911).

The optional Sport seats in our test car were very supportive but also comfortable, and the car is easy to get in and out of. The car also has a benign nature in Comfort mode and is driver-friendly for poking around town or for long drives on the interstate.

Perhaps the greatest compliment I can pay to the AMG GT 63 Coupe is that after driving both the McLaren 750S and Aston Martin DB12 shortly after the AMG, it’s this car that I would pick if I had to own one.

The McLaren is focused on ultimate performance and the Aston Martin is beautiful and has similar performance to the GT 63 (they share the same engine), but the GT 63 is the best all-rounder of the three.