The GT is the hero car of AMG’s production range. Its day job is to set track records, but it is said to be more rounded in this second-gen avatar. It costs a cool Rs 3 crore (ex-showroom) if you opt for the GT 63 or Rs 3.65 crore if you go all out with the GT 63 Pro version featured here.
Mercedes-AMG GT 63 Pro Exterior Design and Engineering -
Second-gen AMG GT is longer and heavier than original
The AMG GT is a sexy sports car with the classic long bonnet and tight-tail look. The cabin isn’t as rear-set as the OG GT’s, but the proportions are cleaner now.
There’s a menacing look to the front end with the billboard-sized Panamericana grille and power bulges on the bonnet announcing the GT’s intent. I’m not quite sold on the peeled-back headlamps, though. Carbon fibre detailing abounds on the front splitter, the sides and the rear diffuser. The blister look on the tail-lights is a cool touch, too.
GT 63 Pro stands out for 21-inch forged wheels and fixed carbon-fibre rear wing
The GT 63 Pro is identifiable by its carbon-fibre fixed rear wing, gorgeous forged 21-inch wheels and standard-fit carbon-ceramic brakes. Hidden from view are enhanced underbody aero and uprated cooling.
A point to bring in is that the Gen 2 AMG GT has grown. It’s a substantial 200mm longer, 70mm of which is in the wheelbase. The idea was to make the GT more versatile; buyers apparently wanted more cabin room and more luggage space. If you’ll carry around a space-saver spare tyre, as you should, luggage space is strictly limited.
Then again, if you have a GT in your garage, you probably also have a fleet of SUVs following for luggage duties.
AMG GT has much in common with SL roadster
Under the skin, the new GT is quite different to the original. There’s a close link to the AMG-built latest-gen SL, and four-wheel steer, all-wheel drive and clever cross-link dampers (that do away with the need for anti-roll bars) have been drafted in too. Another crucial change is that the old car’s rear-mounted dual-clutch transaxle gearbox has been ditched in favour of a 9-speed multi-clutch gearbox bolted directly onto the engine. Consequently, the weight balance has gone from slightly rear-biased to slightly front-biased. Speaking of weight, the AMG GT has piled on the kilos from Gen 1 to Gen 2, gaining over 250kg to weigh 1,970kg.
The engine is the only real carry-forward from the old car. It is AMG’s brute of a 4.0-litre twin-turbo V8. On the AMG GT 63, power stands at 585hp and 800Nm. The GT 63 Pro dials the figures up to 612hp and 850Nm.
Mercedes-AMG GT 63 Pro Interior Space and Comfort -
Cabin is roomy for its class, and access is (relatively) convenient too
The door handles, which pop out as you approach the car, are your first point of contact with the AMG GT. It’s a drop-down on the multi-way adjustable AMG Performance seats, but getting in and out is relatively convenient, as far as low-slung sports cars go.
The interior isn’t as snug as the old AMG GT’s but feels comfortable for two occupants. However, the general vibe in the cabin is a bit too familiar. The dash is dominated by a portrait-oriented touchscreen that’s slick and crisp but also robs the interior of some identity. The last AMG GT, if you recall, had its knobs and dials positioned in a V to emphasise the engine.
The digital dials with their multiple themes, though, are fantastic, and the quality, on the whole, is top-notch. I’m not a fan of the touchpads on the steering, but the pod-like shortcuts for drive modes and other functions are great to operate. Of course, I configured exhaust loud mode and front suspension lift as my go-to shortcuts.
Rear seats are available as an option
Interestingly, there’s some space behind the front seats, and, in a first for an AMG GT, you could even specify rear seats. I’d rather keep this as a strict two-seater and use any additional space for soft bags.
Mercedes-AMG GT 63 Pro Features and Safety -
AMG GT 63 Pro boasts a comprehensive list of features
The Mercedes-AMG GT 63 might be hardcore, but it’s not a stripped-out machine. There are lots of goodies packed in. The list includes the aforementioned 11.9-inch touchscreen – your control centre for many of the car’s features and functions. You can also geek out on car data, and there’s a full set of timing and performance recorders, too. You’ll also refer to the screen often for the crisp 360-degree camera that’s a boon in tight confines.
Of the other things, the Burmester sound system is sensational, and there’s lots of scope to play around with the lighting inside. Should you want more natural light, there’s a glass roof with easy access as well.
The safety kit includes ADAS functions such as adaptive cruise control, lane-keep assist and auto emergency braking. However, the system is too sensitive for chaotic Indian roads and can trigger braking when you don’t want it to. So, the first order of business is to always switch the system off before starting out.
Mercedes-AMG GT 63 Pro Performance and Refinement -
612hp AMG GT 63 Pro does 0-100kph in just 3.2 seconds
The big numbers first. The AMG GT 63 Pro does the 0-100kph dash in 3.2 seconds; 200kph is said to come up in just 10.9 seconds; and Vmax is 317kph. Acceleration is absolutely brutal. You are pushed and then pinned back onto your seat, and the only respite is gear shifts at 7,000rpm. Responses at any speed are sharp, and the 9-speed gearbox is also always on the ball. Drive with a heavy foot, and the gearbox will slam in with an upshift at just the right time.
Thunderous exhaust note is a highlight
And then there’s the way the GT sounds. The bark from the quad exhausts adds a new layer to the experience. The soundtrack is deep and menacing when you’re driving at low speeds, but pick up the pace, drop a gear, and the sound level goes up. The fury increases, and for added effect, there are pops and crackles splattered by the exhaust. Long live the V8!
Mercedes-AMG GT 63 Pro Ride Comfort and Handling -
Steering has good heft, and turn-in is keen
What you’ll love about the AMG GT is that it feels alive. It’s not just the speed and sound but how the road and the wheels talk to you through the steering wheel. There’s a heft to the steering that keeps you connected.
All-wheel steer must also be doing its job really well because the big and heavy AMG GT is really keen around the corners. Under 100kph, the rear wheels turn in the opposite direction to those at the front by up to 2.5 degrees to aid agility, and upwards of 100kph, they steer up to 0.7 degrees in the same direction as the front ones to aid stability. On the same roads, though, a Porsche 911 just feels lighter and tighter.
AWD helps make the most of the 612hp power
You can play around with a lot of settings to fine-tune your experience, and the AWD system has steps, too. At the AMG GT’s sedatest, power is split 50-50 front-rear. But as you move towards the sportier modes, the rear bias progressively increases. In Drift mode, 100 percent of the power goes to the back. You will need to swallow your brave pills on days when you want to make the most of drift mode.
AWD has changed the AMG GT’s character. Where the last-gen GT R had programmable ESC modes that could take the experience from playful to outright vicious, the new GT always feels more exploitable. With 612hp to play with, it’s better to be safe than face the wrong side of the road.
Low ground clearance and firm ride limit everyday usability
While the AMG GT is a car you’d happily pick for a day dedicated to hard driving, it’s not a car you’d want to use every day. Ground clearance is strictly limited, so you’ll need to use the front suspension lift for an additional 30mm of clearance very often. You can geo-tag trouble spots, allowing the car to automatically raise its ride height each time you approach them, but you’ll still have to move with extreme caution. Then comes the matter of the ride itself. The AMG GT uses short-travel springs and rides on 21-inch rims wrapped in low-profile rubber, so it was always going to be a losing battle against Indian roads. You feel the road at low speeds, and even when you’re going faster, the ride is very busy. Things only firm up further as you move to the sportier modes, and at no point does it feel as relaxed as you’d want something with GT in its name.
Mercedes-AMG GT 63 Pro Mileage and Efficiency -
The Mercedes-AMG GT loves its diet of 100-octane petrol and will go through its 70-litre tank alarmingly fast over a day of hard driving. We managed around 3-4kpl.
Mercedes-AMG GT 63 Pro Price and Verdict -
Mercedes-AMG GT price starts at Rs 3 crore (ex-showroom); rivals Porsche 911
The closest rival to a Mercedes-AMG GT is a Porsche 911. The Rs 3 crore (ex-showroom) GT 63 competes with the 911 Carrera 4 GTS (Rs 2.78 crore), while the Rs 3.65 crore GT 63 Pro is a 911 Turbo S challenger (Rs 3.8 crore). The Porsches might be ever so slightly quicker, but they are also more Germanic, more clinical in their ways. The AMGs take a more flamboyant approach.
The GT 63 Pro sounds, goes and feels like a muscle car but one that can also hold its own on a twisty racetrack. And it’s this that gives the AMG GT 63 Pro a space of its own in the performance car world.