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 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 all 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.

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 in all situations, but particularly 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 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 (PHEV) 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, that's 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 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. Dial it down to Comfort or Sport and there’s a bit more give to round off bumps and let the ride settle down a bit more, but it can still be deflected by mid-corner bumps – more so than a 911.

In addition, while the level of road noise isn’t as harsh as it is in a 911 on motorways, it’s 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 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 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 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 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 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, which seems a shame, considering the price.” – 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. 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 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 slightly 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

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter here