Multimedia system
This is the new era of Mercedes, with a brace of 12.3in displays that sweep across the dashboard as part of a single unit. These are conspicuously slick displays, with graphics of unrivalled sharpness and a depth of colour rarely seen elsewhere. Each can show a range of data pertaining to navigation, media, telephone and the trip computer, although the one that replaces the traditional instrument binnacle can switch through three styles of gauges (Classic, Sport and Supersport). There’s also the facility to bring up dials displaying real-time torque and power outputs, as well as boost pressure and g-force.
Commands are given by either of the two thumb pads on the steering wheel or via a trackpad on the transmission tunnel. Although they’re mostly fine, neither worked quite as seamlessly as we would have liked, with the trackpad at times eliciting frustrating lags. A software update could be required.
program working well and the traction benefits of four-wheel drive very evident, our telemetry timed the 577bhp GT63 to 62mph in 3.4sec, with 100mph arriving after 7.7sec – a mere 0.5sec behind that of the Mercedes-amg GT R tested in 2017. On a cool dry surface, the car’s getaway is fantastically crisp, as fresh waves of force then jolt the car forward with each successive gear ratio dropping the tacho needle right into the sweet spot of the engine’s power band. MIRA’S testing straights are a mile long, which was enough for the GT63 to surpass 170mph with a zeal that suggests the claimed 193mph top speed is either electronically enforced or quite conservatively estimated.
The car’s standard-fit cast-iron brakes well match this whirlwind of acceleration, biting crisply but without unnecessary assistance and eliciting barely a squirm from the chassis when worked hard. The GT63 duly pulled up from 70mph just 3.9ft later than its coupé sibling, despite tipping the scales at 2135kg – some 470kg more than the GT R.
The GT63’S outright performance potential is somewhere between mesmerising and intimidating to comprehend, then, although the car can serve up its performance in a more versatile fashion when you want it to. In fact, AMG’S twin-turbo V8 has arguably found its ideal home in the four-door GT. Such a supremely characterful engine begs to be wrung out (rarely, if ever, will you disable the sport exhaust) and works with a throttle response and lack of crankshaft inertia that belies the deep, barrelling soundtrack.
The closely stacked low to intermediate gears of this wellmannered nine-speed transmission also ensure the revs rise supercar quick with the throttle wide open; but so tractive is this twin-turbo V8 that rapid progress isn’t reliant on that style. Huge torque propels the car along in a high gear with enough in reserve for easy-going overtaking. Our test car needed less than three seconds to surge from 50mph to 70mph in fifth gear, which is comfortably brisker than the W12engined Continental GT.
HANDLING AND STABILITY
AMG has derived a kind of magic from its blending of four-wheel drive, four-wheel steering, torque vectoring and chassis electronics in this car. The GT63 is not as nimble as the twoseat GT but this really is the sweeter car of the two to drive and seems more within itself and in command of its capacities at any speed.
Although the suspension is switchable through three levels of firmness, they’re closely grouped and the fundamental set-up is juicily pliant. At the same time, there is a telling absence of roll or pitch for a car of such mighty dimensions, and what movements do occur are closely and quickly checked.
This provides a solid base for the steering – quickly geared, at just 1.8 turns lock to lock, and well weighted – to operate at its best. It alters the car’s course swiftly but with a natural feel and without any nervousness off centre. Undoubtedly, the four-wheel steering helps to keep the car on line at times, although you’d never know a process so sophisticated was operating behind the scenes. Off-camber crests barely trouble this chassis, and with the suspension in Comfort and the powertrain fully dialled up, it will carve securely along all but the smallest B-roads. Very few cars this size impart such confidence.
It’s a confidence that will, soon enough, have more experienced
Very few cars of this size impart such confidence
drivers going deeper into corners and harder out of them. Indeed, the GT63 is a difficult car to over-drive because it generates tremendous grip and traction, communicates its limits superbly and is inclined to oversteer neatly and predictably when those limits are breached and its driver aids deactivated. It exhibits the handling adjustability of a considerably lighter, simpler car and its mass seems to sit palpably closer to the road than in any of the traditional super-saloon cohort. The upshot is a drive as scintillating as it is benign.
COMFORT AND ISOLATION
Simply put, if long-striding cruising refinement is more of a priority than usable, accessible rear seats, you’re better off buying an S560 Coupé than this; not that AMG diehards would even contemplate as much.
The GT63 is far from raucous at a cruise, but our noise meter recorded 72db at 70mph, which compares poorly with the 66db the Continental GT recorded and is considerably louder than even an M5. No single source for this cabin noise is readily apparent, and it’s certainly not enough to hinder conversation, but AMG’S in-house models have always generated a pervasive blend of wind and tyre roar in addition to the thrum of the engine, and that’s the case here.
But if the GT63’S aural finesse is a touch below par, the same cannot be said for the manner in which it cossets its occupants. AMG’S Performance seats might look the part but the standard items, as fitted to our test car, are more than adequately bolstered and supremely comfortable, even if their massagers feel a bit as though you’re being poked through an aeroplane seat.
The car’s ride quality also belies the outward demeanour. There are occasional edges to be felt but they are softer and more infrequent than you’ll find in the CLS 53, and many other quick saloons besides. The car has a long-legged gait, and as one tester standing on a Welsh mountainside put it, you’d drive an M5 to London, but you’d drive the AMG all the way back to Affalterbach – and you’d enjoy every mile.
BUYING AND OWNING
The GT63’S asking price is high but won’t come as a shock to anyone in the market for a car of these abilities. A sticker price of £121,350 makes it the best part of £5000 more expensive than what is arguably its closest rival, the Porsche Panamera Turbo. Residuals are competitive with the Porsche’s. They’re a way off being so compared with the most wanted six-figure exotic sports cars, but such is the way of things with more usable
fast four-seaters generally.
Standard equipment is impressive. For the car’s £121k asking price, you not only get that mighty engine and impressive chassis but also AMG sports seats upholstered in nappa leather, multi-beam LED headlights, a Burmester surround-sound system, 20in alloys and plenty more besides.
The step up to the GT63 S requires an additional £14,200 outlay. That premium is made easier to swallow by the fact that along with considerably more power, you get even more sophisticated performance hardware, including bigger brakes, and the AMG Dynamic Plus package.
You should expect a pretty voracious appetite for fuel, but not a crippling one. Our test car averaged better than 20mpg, which, given how intensively it was performance tested, isn’t a particular black mark, and it also showed itself capable of a 30.1mpg moderate cruise.