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Mercedes-Benz has built its foundation on luxury, with performance models typically based on existing coupes and sedans. That changed in the mid-2000s with the more exotic SLR, followed by the SLS and its evocative gullwing doors.
As exciting as these models were, they weren't the easiest to drive, but that all changed with the debut of the first-generation AMG GT in 2016. Built to take on the Porsche 911, Mercedes priced it competitively with performance to match but discontinued it in 2022. The 2024 Mercedes-AMG GT Coupe marks the return of this Porsche fighter, offering spirited drivers an alternative to the ubiquitous 911.
Photo: Mark Takahashi
The 2024 Mercedes-AMG GT Coupe is an all-new interpretation of the first generation but keeps the layout the same with a brawny V8 under the hood. All-wheel drive (AWD) is now standard, and the car is also larger in every dimension and heavier than its predecessor. The rounded hood returns with its oversized grille, but everything behind it has obvious styling cues reminiscent of the Porsche 911.
The 2024 AMG GT Coupe comes in two trim levels distinguished by engine output. The AMG GT 55 starts at $138,700 while the more powerful AMG GT 63 costs $180,200. Both prices include destination charges, but not a $1,700 gas guzzler tax.
For this review of the 2024 AMG GT Coupe, Mercedes-Benz provided a test vehicle equipped with AMG GT 63 trim and the following significant options:
The test vehicle's price was $211,810, including the $1,150 destination charge to ship the car from the Mercedes-Benz assembly plant in Bremen, Germany, to your local dealership.
Photo: Mark Takahashi
As with any sports coupe, the AMG GT sits low to the ground, forcing you to bend and stoop to get in. The optional AMG Performance seats have deep side bolsters, but not so much as to impede access. My medium frame had plenty of lateral space to keep from feeling confined, so larger drivers should also fit. The cockpit features a large central touchscreen, which is common in other Mercedes models, though the enclosed instrument panel and round turbine air vents give it a sportier personality.
In typical Mercedes style, the interior is awash in premium materials, and the construction is satisfyingly sturdy. The 2024 AMG GT Coupe is available with rear seats, but I don't recommend them. The space is too small, even for children, and better utilized for cargo overflow. The 11.3-cubic-foot trunk is large for the class—more than double what the Porsche 911 can hold. Personal storage space is limited but adequate, with small bins, door pockets, and cupholders.
Photo: Mark Takahashi
The AMG GT Coupe uses Mercedes' MBUX infotainment system—one of the better systems out there. You operate it via the touchscreen, with a touchpad on the steering wheel, or via speech commands. All 2024 GT Coupes come standard with:
Infotainment options are limited to a Burmester premium audio system and augmented-reality overlays for navigation guidance. I'd pass on both since the engine and road noise won't let you fully enjoy the upgrade, and the navigation overlay could be too distracting for a sports car such as this.
While I'm a fan of the MBUX system, some modifications could improve the experience in the AMG GT. The touchscreen is too low on the dashboard for a quick glance, and when combined with the immediate steering response, I found myself wandering out of my lane when trying to operate it.
I also strongly dislike the capacitive-touch controls on the steering wheel. Trying to control the volume or the main display with the touchpad is frustrating. It's too sensitive and is prone to constant unintentional inputs. As it is, I prefer to use the system when stopped or take advantage of the excellent voice controls.
Voice controls activate by saying, "Hey, Mercedes," followed by a natural-speech request such as, "Turn on the seat ventilation" or "Where is the closest gas station?" The system takes a few seconds to execute commands, but it's far less distracting than other input methods while driving. A wireless charging pad in the center console can hold larger max-sized phones, but the wireless Apple CarPlay was prone to occasional disconnections.
Photo: Mark Takahashi
Both AMG GT Coupe models draw power from a turbocharged 4.0-liter V8 engine paired with a nine-speed automatic transmission that sends power to all four wheels. The AMG GT 55 is rated at 496 horsepower and 516 pound-feet of torque, while the AMG GT 63 increases output to 577 hp and 590 pound-feet.
Not surprisingly, fuel efficiency is rather dismal, regardless of model, at an EPA-estimated 16 mpg in combined driving. In my hands, the GT 63 returned an average of 16.8 mpg on a mix of city and highway miles, but once I took it out for a fun drive in the canyons, that average dropped to only 12.9 mpg.
The AMG GT 63 fires up with a brusk cough, followed by a sinister V8 murmur. As superficial as it may be, this is one of my favorite aspects of the coupe. It accelerates with an explosive attitude, and Mercedes-Benz estimates it will reach 60 mph in only 3.1 seconds. The roar from the engine is as ferocious as it is inspiring, with giggle-inducing crackles from the exhaust when you let off the throttle.
I was immediately struck by the ride quality, and not in the typical comfy Mercedes fashion. The AMG GT Coupe has a very stiff ride. You'll feel every flaw in the road, while raised lane reflectors and recessed utility hole covers send sharp jolts into your spine. It seems appropriate for a track vehicle, but not for a car that will spend most of its life on public roads.
Thankfully, it's not so stiff as to create nervous or jittery cornering. My favorite roads above Malibu are pockmarked with ruts but the AMG GT tracked faithfully through the curves, unbothered by mid-corner bumps. It's solidly surefooted, though it's not as lively as the first-generation AMG GT. With quick steering response and easily modulated brakes, tossing the car around the canyons is a joy. Selecting the Sport drive modes further firms up the suspension, sharpens throttle response, and opens up the exhaust for even more theater.
The transmission makes the most of all available power and there's more than enough torque to keep things fun at lower engine speeds. I opted to busily tap the downshift paddle instead to hear that glorious engine and exhaust.
That's something missing in most 911s, but the rear-engined Porsche does feel more agile and light on the same roads. The AMG GT tips the scales at 4,343 pounds. That's almost 700 pounds heavier than a 911 Turbo. The AMG's 54-percent front weight bias also tends to make it feel heavier when cornering. That said, it's more performance than most drivers need or desire. This is one of those cars that are best wrung out on a racetrack.
Considering the AMG GT Coupe's compact footprint and standard rear-wheel-steering, I was surprised by how challenging it was to maneuver it into a parking spot. It requires a lot of space to make a U-turn; in tight spaces, it's difficult to judge where the corners are. It forces heavy reliance on the surround-view camera. If you have a steep driveway, I'd also add the optional front-axle lift system to avoid scraping the chin spoiler.
Photo: Mark Takahashi
The 2024 Mercedes-AMG GT Coupe comes standard with basic advanced safety features and driver assistants, but you'll have to pay more to get the complete package. All models come equipped with:
For $1,950, the Driver Assistance package option adds:
The Driver Assistance package is worth the expense for the adaptive cruise control alone. It maintains a consistent following distance with smooth acceleration and braking, just as it should. The frontal-collision warning with automatic braking is uncharacteristically prone to some false alarms, though. It's the first modern Mercedes vehicle I've experienced this in, and it was annoying at best and alarming at its worst. In one curvy section of the road, the system mistook parked cars on the side as potential collisions and momentarily stabbed the brakes. Thankfully, there was nobody following behind.
Photo: Mark Takahashi
The AMG GT Coupe deserves praise for its comparably large cargo-carrying capabilities. The trunk can hold 11.3 cubic feet, and the deep space can easily hold several suitcases. For perspective, the Porsche 911 is limited to only 4.6 cubic feet, and the new Aston Martin Vantage has 8.3 cubic feet.
A power trunk lid makes loading a breeze, but the tall liftover height will require more effort for heavy objects. There's also a useful parcel shelf behind the seats but the bulkhead separating it from the trunk only folds down if you get the optional rear seats.
The EPA estimates both AMG GT Coupe models to return a disappointing 16 mpg in combined driving. With an 18.5-gallon fuel capacity, you could travel as far as 370 miles on a single tank using the EPA’s 20-mpg highway estimate. That assumes you'll be driving conservatively. My average was only 12.9 mpg, but I could have achieved 16.8 mpg had I avoided having fun.
At the time of writing, neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has published crash-test ratings for the 2024 AMG GT Coupe.
The 2024 AMG GT 55 Coupe has a starting price of $1137,550 while the more powerful AMG GT 63 costs $179,050. Those prices don't include the $1,150 destination charge or the $1,700 gas guzzler tax.
In the JD Power 2024 Initial Quality Study (IQS), the Lexus LC ranks highest in the Premium Sporty Car segment. The Porsche 911 and the Chevrolet Corvette are the next highest-ranked models.
In the JD Power 2024 Automotive Performance, Execution and Layout (APEAL) Study, the Lexus LC ranks highest in the Premium Sporty Car segment. The Porsche 911 is the next highest-ranked model.
Other 2024 AMG GT Coupe competitors include the Aston Martin DB12 and McLaren GTS.
Photo: Mark Takahashi
The 2024 Mercedes-AMG GT Coupe is a brash V8-powered alternative to the surgically precise Porsche 911. It may not feel as light on its feet as the 911, but it is supremely entertaining and more practical.
Mark Takahashi has been in automotive publishing for over two decades, contributing detailed written and video reviews for Edmunds, Car and Driver, Autoblog, CarGurus, and Capital One. His portfolio includes everything from affordable economy hatchbacks to otherworldly exotic sports cars and everything in between.
