Put the driver and their navigator in a comfortable position to travel long distances, and then build the cockpit and vehicle architecture around them. A straight windshield, a teardrop-shaped roofline, a truncated hood with trim edges that help the driver position the front end in curves, easy-to-use number one and secondary controls without taking your eyes off the road, and this subconscious connection between man and machine, a sensibility that the car is actually an extension of the driver’s brain and body.
Mercedes-AMG has offered a 21st-century interpretation of this European automotive art form of Gran Turismo that dates back at least to the late 1930s and came to fruition between the late 1940s and early 1970s.
Mercedes-AMG presented two versions of its GT 63 and I opted for the most sumptuous one for the everyday driver, with 2 booster seats and front seats capable of heating, cooling and massaging; call it Gran Turismo for a man and a woman.
Almost all controls, screens, menus and graphics come from Mercedes’ deep container, with touchpoints, logic and capabilities little different from those of a Maybach EQS electric limousine, that the GT 63 is a low-speed weapon, not an SUV deluxe. sheath. Familiar, with another intention.
AMG’s 4. 0-liter twin-turbo V8 is positioned very close to the front of the boat, assembled by a single man at a series of workstations, and the builder consciously opts for components for an ideal fit, resulting in the equivalent to a traditional Gerguy. race car. engine: it doesn’t get any better than that.
A fashionable couple could tour in this vehicle for a week. One might want to invest the money in … [+] fitted luggage, which I’m sure Mercedes MANUFAKTUR can arrange. Flat floor, neatly boxed up sidewalls. Note speaker of upgrade Burmester audio, which is worth every penny.
Developing 577 horsepower and an impressive 590 lb-ft of torque across a wide rev range, this highly evolved V8 has enough power to satisfy both seasoned veterans and those who have recently arrived in this blessed country of wonderful power.
In the most sensitive part of the mountain on a cold and sunny morning. The AMG GT has classic European Gran Turismo proportions. . . . [ ] Thanks to its well-packaged V8 and all-wheel-drive system, it also has a short hood, which helps greatly when punching the car through corners. Keep in mind that the maximum force must be between 5,500 and 6,500 rpm, so the transition between torque and force is perfect. It’s a pleasure to see well written turbos.
In existing German V8 style, the turbos are placed in Vee, a bit like a Man Bun. The merit of the design lies in the engine’s tidy overall dimensions, which require no concessions from AMG engineers in the alloy frame architecture or front suspension mounting points. The car is like the engine, an ordered whole.
I came back down the mountain. Here in Greater Los Angeles, the ideal INDIVIDUAL environment is COMFORT, so that the suspension gently absorbs the brutal bumps of LA’s notoriously depressing sidewalks, saving your kidneys and back from bruising. SPORT or SPORT for the powertrain provide a competitive feel that responds to gear settings while driving.
The GT 63 variant of the Mercedes 9-speed features AMG scripts for quick and graceful gear changes, adding automated and precise downshifts with the throttle. Using this finely programmed semi-automatic gearbox, with limited driving time, a neophyte can effortlessly shift gears as skillfully as any of the greatest sports car racing heroes of the old BeyondArray.
The 4. 0-liter twin-turbo V8 is assembled by a single man who can take the car and manipulate each component as he works from the engine block up, installing the crank into the bearings, the pistons into the cylinders, etc. You can’t ask for a bigger engine build than this, making AMG the absolute equivalent of any other high-performance automaker. The turbos are located at the top, in the V of the engine. Although V12s make glorious sounds, they are long and not as tightly packaged as a V8. A high-performance turbo V8 remains the most productive strategy for most front-engine GT cars.
If changing the steering wheel is too complicated when driving on busy city highways, choose the COMFORT calibration and be a little lazy, the black boxes take care of the car’s gear settings deftly. With so much torque available between 2,500 and 5,000 rpm, this car is fast even when you’re slacking off.
The car engine manufacturer. Hammer, this engine sounds incredible, lighting up feelings and adrenal glands. Symphonic.
In COMFORT mode, the suspension remains taut, but soft enough to handle the dreary sidewalks of downtown Los Angeles’ affluent highways, sparing the car’s kidneys and expensive tires from bruises and tears.
The guide wheel has two such dials, below the right and left spokes. Turn the dialArray. . [ ] to override the calibration. For life in Los Angeles, the INDIVIDUAL configuration is most productive with SPORT for the powertrain and COMFORT or SPORT for the suspension.
To further aid the everyday element of GT 63, check the option box for the front-end lift, and not even my own driveway will scuff GT 63’s chin. Consider it a mandatory option.
22 Beautifully carved. Note the teardrop-shaped arch of the roofline.
The windshield is relatively vertical, as it deserves to be in a true GT. One of the main benefits is the lack of reflections on the top of the dash, which is a common challenge on some Italian exotics that emphasize taste over function. The only reflected image is at the base of the windshield, where it does not affect your view of the road.
If space can be found in the cluttered center console, AMG may only have push-me/pull-me support for the front lift as an option. In its current form, you press a button on the back of the stack to open an on-screen menu, then press an icon on the screen, then press a graphical car symbol to raise the front, requiring your final check. eyes. the road and the valuable seconds. AMG’s counterargument is a spark on the touchscreen that appears and asks if you want to search for a location on the GPS map and thus automatically interact with the front linkage. But this does not address the challenge of abrupt and unforeseen inputs.
On a lonely mountain road, SPORT or even SPORT+ work best for all settings, and suddenly you’re riding the tiger, a truly vicious animal. Honestly, using anything like all this car’s potential on the road will prove difficult, and a danger to one’s license.
The AMG GT 63 is supplied with a smoked glass sunroof that offers a credible option for those travelling in the moonlight. . . [ ] those who also need a steel roof on top. It is worth noting the giant crossbars, specifically at the rear, which provide a very rigid frame arrangement in a vehicle with a hatchback rear roof.
It’s hard to believe that the AMG GT 63 S E with a hybrid powertrain that combines the V8 with an electric motor at the rear offers particularly superior performance. But like all acceleration junkies, I still need relentless force and thrust up to one hundred mph. . . and maybe a little more.
Regardless of the ride height, the seating position is upright, which is best for both driver and co-driver. A true Gran Turismo places the driver in an upright position that is comfortable over long distances and also allows for good vision. The GT 63 offers transparent perspectives to the front, sides and rear. The satin finish on the center console looks great, but can reflect in the bright California sun. A less reflective trim could be a smart choice.
No matter what the spec lackeys say about a car that barely hits 60 mph in 3. 1 seconds, the GT 63 proved to be as ferocious and exhilarating as any GT-powered car available before it, be it German, Italian or English. .
Given my addiction to acceleration, to violent pushes, it is curious to think that driving a GT 63 feeds the preference to spice up the AMG GT 43 with its very complicated 4-cylinder turbo, a car that will be less harsh but will also be much less so. to make it bigger and fully exploit it. And of course, the GT 63 S E Hybrid from Mercedes-AMG, which, with a wink and a wink, may simply be a hybrid hypercar of the 21st century, a cousin of the Uhlenhaut coupe of the 1950s.
The V8’s rat-a-tat-tat sound is especially pronounced at low revs, turning into a harsh, almost violent tenor howl at high revs. It is noisy at low revs. More strident and assertive in SPORT and SPORT configurations. Sing a perfect German opera at high revs. For older guys like me, the force delivered through the engine is easily understandable. Even with all that big turbo torque at low revs, it still delivers power in a familiar linear manner. The strength increases understandably. The main difference is that in the old days there was not that mix of massive low-end torque and maximum force. The change from torque to horsepower between 5000 and 5500 rpm is fantastic. There is never a lack of intelligent strength.
The performance-oriented screen choice. As revs climb, the red light moves ever outward till one … [+] reaches redline. OK, it’s a splash of video game console.
And the GT 63 is a complete car, not just an acceleration sled or a tool for top-speed braggarts. GT 63 is a flexible athlete. Any car that reaches 60 in less than three and a half moments is an excellent car, and an increase of two or three tenths of a moment is another universe. The brushing compared to the 3-story is enough to make the maximum number of passengers scream, moan or cry. Most civilians panic when interacting in such an acceleration race.
Suspension is AMG multi-link, with forged aluminum steering knuckles, wheel carriers and control … [+] arms to reduce weight. AMG GT 63 has active ride control, using a hydraulic system to replace conventional torsion springing. Also, adaptive and interconnected dampers (shock absorbers).
AMG’s SL 63 remains my most popular car of the current generation, a gentlemen’s sports tourer that allows for ultra-productive moonlit open-air journeys combined with sublime presence. The Maybach SL 680 variant is a magnificent piece of equipment. The GT 63 is the more muscular and specific brother of the SL 63 and shares many of the same components. Both are beautiful vintage sculptures, eschewing the teenage dream video game designs of mid-engined supercars and hypercars. Both the AMG SL and GT are cars for grown men.
The test car had more sumptuous front seats and +2 leather-trimmed spare seats that could only accommodate comfortable luggage or four-foot-tall children. This same car can be supplied with road-facing seats and a rear shelf. See? I really had it: there’s my well-travelled Brooks Brothers bag from the ’90s.
After years of Mercedes-AMG triumph in Formula 1, the complete integration of the once independent AMG tuning space as the functionality department of Mercedes-Benz, the production of the AMG One hypercar, which is actually a Formula 1 car for the road and the partial access variety to the full diversity of Mercedes subsystems shown, Mercedes-AMG is now a full-fledged manufacturer of high-functionality cars equivalent to those other two major sports and racing companies. GT, one at the end of the street in Stuttgart and the other south of the Alps. And Mercedes’ unrivalled history of high-performance and successful motorsport vehicles has extended to the AMG division. AMG just needs time to build and offer more exclusive production cars to convince skeptics. In terms of engineering capability, Mercedes-AMG is already equivalent, if not much greater, to its German and Italian rivals.
In the mountain. The shape of the grille and the vertical bars are an interpretation of the grilles of the three hundred Mercedes SL racing cars of the early 1950s.
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