2026 Mercedes-Benz AMG GT

GT 55 4MATIC+ (volume V8 trim) makes 469 hp from the 4.0L V8 biturbo; lineup spans the GT 43 I4 (416 hp) up to the GT 63 S E Performance PHEV (~805 hp combined).

The GT 55's twin-turbo V8 makes 516 lb-ft on a broad plateau; the GT 63 stretches to 590 lb-ft and the plug-in hybrid GT 63 S E Performance clears 1,000 lb-ft combined.

Manufacturer-quoted 3.8 s for the GT 55 4MATIC+ Coupe with launch control; GT 63 hits 3.1 s and the PHEV drops to the high-2s.

The M177 hand-built AMG V8 biturbo delivers seamless, immediate response with a broad torque plateau and the trademark AMG soundtrack; reviewers universally praise low-lag turbo tuning and drivability alongside outright shove.

AMG SPEEDSHIFT MCT 9G wet multi-clutch delivers near-DCT shift speed in Sport+/Race modes with better low-speed civility than a true DCT; occasional low-speed jerkiness noted by some reviewers but overall crisp and decisive.

4MATIC+ variable-torque AWD is standard on GT 55, GT 63, and GT 63 S E Performance with a Drift Mode that decouples the front axle for pure RWD; only the entry GT 43 is RWD.

For a two-door halo car the AMG GT offers unusual breadth: a mild-hybrid 2.0L I4 (GT 43), two states of the 4.0L V8 biturbo (GT 55 / GT 63), and an F1-derived V8 plug-in hybrid (GT 63 S E Performance) — spanning gas and PHEV, though no full EV.

EPA-rated 17 mpg combined for the 469-hp GT 55 4MATIC+ volume trim; the 577-hp GT 63 drops to 16 mpg combined. Well below the 22–60 mpg coupe band, so this scores near the floor.

EPA-rated 15 mpg city for the GT 55 volume trim, dropping to 14 on the GT 63. Below the 20–60 mpg coupe city band.

EPA highway rating of 20 mpg for the GT 55 volume trim (19 on the GT 63). Below the 26–58 mpg coupe highway band — the 4.0L twin-turbo V8 plus 4MATIC+ AWD tax the highway number.

21.1-gallon fuel tank multiplied by the 17 mpg EPA combined rating yields roughly 359 miles between fills — modest for the coupe band but reasonable given the powertrain.

EPA's standard 15,000 mi/yr calculation at ~17 mpg combined on premium unleaded puts annual fuel cost near $3,700 — above the coupe band ceiling of $2,800, so this scores at the floor.

AMG-tuned 4.0L twin-turbo V8 requires premium unleaded (91+ octane) across the entire GT lineup, with high consumption compounding the cost penalty. No E85, diesel, or home-charging option on non-PHEV trims.

NHTSA has not crash-tested the low-volume 2026 AMG GT (C192); estimate reflects segment norms for a heavy, structurally rigid AMG-engineered coupe sharing its bonded-aluminum architecture with the R232 SL-Class.

Not evaluated by IIHS — the AMG GT is well below their test-volume threshold. No TSP status; scored mid-range reflecting Mercedes-AMG structural pedigree and standard airbag/AEB content without corroborating crash data.

Standard content includes Active Brake Assist (AEB), Active Blind Spot Assist with rear cross-traffic, Attention Assist, and Active Lane Keeping Assist. Full-speed DISTRONIC adaptive cruise, lane centering, and evasive steering assist bundle into the optional Driver Assistance Package Plus rather than being standard on every trim.

Active Brake Assist is standard and Mercedes' current-generation AEB posts Superior/Advanced ratings on tested siblings (S-Class, E-Class), but the AMG GT has no direct IIHS front-crash-prevention test; scored conservatively.

Active Blind Spot Assist with rear cross-traffic alert is standard; PRE-SAFE side impact monitoring included. No trailer-aware coverage relevant, and PARKTRONIC with 360-degree surround-view camera is optional in the Parking Package rather than standard.

Active Lane Keeping Assist is standard as a warning/nudge system; true lane centering (Active Steering Assist) only with the optional Driver Assistance Package Plus. Reviewers describe it as functional but occasionally intrusive in a performance-coupe context.

DISTRONIC Active Distance Assist with Active Steering Assist (Driver Assistance Package Plus) is a mature, refined full-speed-range system with stop-and-go and smooth highway assist behavior; docked because it is optional rather than standard equipment on the volume trim.

Mercedes DRIVE PILOT (SAE Level 3 conditional) is offered only on S-Class and EQS in California and Nevada; the AMG GT is not on the DRIVE PILOT vehicle list and has no hands-free highway system.

MULTIBEAM LED headlights with Adaptive Highbeam Assist Plus are standard; optional DIGITAL LIGHT projector headlamps add ultra-fine adaptive masking. IIHS has not scored the AMG GT, but the hardware corresponds to Good-rated units on other Mercedes models.

Long-hood/short-deck GT proportions with thick C-pillars, high beltline and a shallow rear window compromise natural sightlines; the optional 360-degree camera helps in parking but doesn't offset the driving-position blind zones highlighted in reviews.

AMG GT Coupe is sold in the US primarily as a two-seater; the vestigial rear buckets that are optional on some markets are not usable and the registry classifies it as 2 seats — below the coupe band (4–5).

Front headroom of 38.6 in (no sunroof) lands mid-upper in the coupe normalization band (36–40); optional panoramic roof drops it to 37.6 in.

Front legroom of 42.7 in sits mid-band for coupes (40–44); comfortable for tall drivers over long stints.

Hatchback cargo of 11.3 cu ft behind the rear parcel/shelf sits near the low end of the coupe band (10–20); folding rear parcel roughly doubles usable space for weekender loads.

Competent but not standout: modest center console bin, door pockets, wireless charging pad, and a hatchback layout with folding parcel that adds practicality traditional sports coupes lack. No underfloor bins or onboard power.

Standard AMG Performance front seats offer strong bolstering with power adjustment and memory; optional AMG Performance seats add pneumatic side-bolster tuning. Long-haul comfort is a step above the outgoing R190 GT thanks to the wider SL-derived cabin.

AMG Ride Control adaptive damping (standard) and available AMG Active Ride Control anti-roll system deliver a more compliant, GT-oriented ride than the previous R190 — but bushings and spring rates remain firm relative to a CLE Coupe or 8 Series, especially in Sport+ modes.

AMG's twin-turbo V8 is deliberately theatrical — Sport+/Race modes open the exhaust and pipe sound into the cabin. Comfort mode plus acoustic glass keep highway cruising reasonable, but wind and exhaust noise are more intrusive than at a BMW 8 Series or Lexus LC level.

Heated power front seats, dual-zone climate, MBUX with 11.9-in center display, ambient lighting, and heated steering wheel are standard on GT 55; ventilated seats, massage, head-up display, and Burmester 3D sound available. Deep Mercedes comfort catalog, though several key features are option-package gated.

Estimated 2026 base MSRP for the entry AMG GT 55 4MATIC+ with destination. 2025 MY was ~$139K; a low-single-digit MY-over-MY bump lands ~$142K. Far past the coupe normalization ceiling ($55K), so the value bottoms out.

The GT 55 is the volume seller and buyers typically add the Night Package, AMG Performance seats, Burmester 3D audio and 21" wheels — pushing a typically equipped car to ~$155K. Well beyond the coupe upper band ($58K).

AMG twin-turbo V8 powertrains, high-performance brakes/tires, and Mercedes dealer labor rates push 5-year maintenance & repair well above the coupe class ceiling ($9K).

AMG-badged Mercedes performance coupes hold value better than mainstream Benzes but still shed heavy dollars in early years; residual estimates in the mid-40s % range are typical for the segment.

Mercedes-Benz USA has offered a 4-year / 50,000-mile new-vehicle limited warranty across the lineup for years; no evidence of a change for 2026.

Mercedes-Benz does not offer an extended powertrain warranty beyond the basic new-vehicle warranty on gas models — coverage matches the 4/50 bumper-to-bumper term.

24-hour Mercedes-Benz Roadside Assistance is included during the warranty period and Mercedes me connect offers multi-year connected-service trials, but scheduled maintenance is not complimentary (Mercedes-Benz Star Service Prepaid Maintenance is a paid add-on). Middle-of-pack for a luxury brand.

$155,000 volume-trim price minus its estimated resale value after 5 years (48% retained, or about $74,400) leaves about $80,600 in depreciation. Add the projected $12,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $92,600 in total.

Low-volume, high-strung AMG performance coupe with heavy technology and complexity; no dedicated CR predicted-reliability rating for the AMG GT, and Mercedes brand-level predictions from CR/JDP place the brand below average.

Mercedes-Benz sits mid-to-lower pack in long-term dependability studies — worse than Lexus/Toyota but comparable to other German luxury brands.

AMG GT included in the May 2026 NHTSA recall of 144,019 Mercedes vehicles (MY24–26) for instrument-cluster blackouts (software OTA fix); prior-generation AMG GT63 turbo oil-line recall in 2019 was addressed but points to a pattern of AMG-specific service actions.

The hand-built M177 4.0L twin-turbo V8 has a decade-long track record across the AMG lineup (C63, E63, GT, G63) with generally solid long-term durability; historical turbo oil-line issues were addressed, and the added complexity of the GT 63 S E Performance hybrid system is newer and unproven at high mileage.

Materials are good — Nappa leather, real metal accents, ambient lighting — but reviewers note the cabin doesn't feel meaningfully more exclusive than a much cheaper E-Class, with some vent/switchgear plastics that feel ordinary at a $150K+ price point.

Assembly is consistently reported as tight and rattle-free with strong panel gaps — the AMG GT is hand-built at Affalterbach and reviewers generally praise the assembly quality even when critiquing material selection.

Mercedes-Benz has one of the densest US luxury dealer networks (~370 dealers), but AMG-specific technical expertise is not uniform — some dealers are AMG-certified, others punt more involved work. Service-satisfaction scores land near the luxury-brand average.

AMG-specific parts (M177 turbos, hand-assembled internals, carbon-ceramic brakes on optioned cars, adaptive dampers) are expensive and largely dealer-only; aftermarket support is narrow relative to a Corvette or 911; out-of-warranty repair bills routinely reach four to five figures.

Standard 11.9-inch portrait-oriented central MBUX touchscreen on the C192-generation AMG GT, shared with the R232 SL platform.

Latest-gen MBUX with NVIDIA-based hardware is fast and richly featured; reviewers praise the graphics and the retained physical steering-wheel switches but note that many climate/vehicle functions are buried in menus and the portrait display's height obscures forward visibility.

Wireless Apple CarPlay and wireless Android Auto are standard across the AMG GT lineup.

"Hey Mercedes" natural-language assistant handles conversational commands and learns preferences; native navigation includes augmented-reality overlays on the head-up display and center screen — one of the strongest OEM combos.

Burmester Surround Sound System is standard; a 14-speaker Burmester High-End 3D system with Dolby Atmos is optional and rated among the best premium OEM audio available.

Standard 12.3-inch fully digital instrument cluster with multiple selectable display styles (Classic, Sport, Supersport, AMG) and configurable content.

Latest-gen MBUX supports over-the-air updates for infotainment software, navigation, and select vehicle functions; scope is narrower than Tesla/Rivian whole-vehicle OTA but broader than maps-only systems.

Mercedes me connect app offers remote lock/unlock, remote start with climate preconditioning, vehicle finder, and digital key (Apple Wallet / Google Wallet, UWB-capable); the app is polished but many premium features are subscription-gated after the initial trial.

Wireless phone charging and multiple USB-C ports standard in the front row; being a 2+2 sports car with vestigial rear seats, rear-seat charging provision is limited and there is no household AC outlet.

KEYLESS-GO proximity entry and push-button start standard; Digital Key via Apple Wallet and Google Wallet supported for phone-as-key access.

Rearview camera and PARKTRONIC parking sensors standard; 360-degree surround-view camera available as part of the Driver Assistance/Parking package with sharp imagery — important given the AMG GT's long hood and thick pillars.

Full-color head-up display with AMG-specific performance readouts and AR navigation overlays is optional (part of a premium package) rather than standard, but the projection is large and among the best in the segment.

The C192-generation AMG GT reintroduces a 2+2 layout with rear ISOFIX/LATCH anchors, but rear headroom and legroom are minimal and the long coupe doors plus low roofline make loading a child into the rear jump seats a workout. It handles the odd short trip but is not a realistic daily kid-hauler.

Standard Mercedes-Benz driver-assist bundle (Active Brake Assist, Blind Spot Assist, Attention Assist) and a full airbag array give strong feature coverage, but NHTSA and IIHS do not crash-test this niche coupe and the $135K+ price puts family-safety credentials at a class most family shoppers will not reach.

Front-seat luxury is superb (Nappa leather, Burmester audio, available four-zone climate), but the rear jump seats are intolerable for adults on multi-hour trips and roughly 11 cu ft of hatch cargo does not swallow a full family's road-trip gear.

AMG Ride Control adaptive dampers, a smooth AMG SPEEDSHIFT MCT 9-speed, standard 4MATIC+ AWD, and a Comfort drive mode make the GT surprisingly civilized in traffic, but its width (~79 in), ~4,300-lb curb weight, low nose that needs the front-axle lift, and coupe sightlines still keep it well behind a normal daily.

EPA rates the AMG GT 63 at roughly 15 city / 20 hwy / 17 combined on 91-octane premium, and supercar-grade tires, brake service, insurance, and Mercedes AMG maintenance make per-mile commuting costs among the highest in the market.

At ~195 in long and ~79 in wide with a low nose and coupe rear sightlines, the GT is bulky in tight urban lots; a standard reversing camera, available 360-degree Parking Assist, and available rear-axle steering help but do not make it a city-friendly car.

Not rated to tow, no bed or payload deck, and only ~11 cu ft of trunk. A grand-touring coupe is not a work tool by any measure.

The aluminum-intensive chassis and hand-built AMG V8 are robust when maintained, but a low-slung composite underbody, staggered summer performance tires, delicate splitters, and $170K+ replacement costs make it hostile to any work-duty abuse.

No hitch receiver, no bed rails or tie-downs, no 120V outlet, no roof-rack pathway, no upfit aftermarket. Nothing on the platform accommodates jobsite duty.

This is where the GT genuinely shines: adaptive AMG Ride Control, AMG Performance seats with heating and ventilation, Active Distance Assist DISTRONIC adaptive cruise, standard 4MATIC+ AWD, and a ~19-gal tank at 20 hwy MPG yield roughly 380 miles of quiet, effortless interstate touring.

Standard AMG 4MATIC+ AWD adds foul-weather composure many rivals lack, but ~4 in of ground clearance, factory summer tires, no roof-rack pathway, and no towing rating rule out any real off-pavement or adventure mission beyond a gravel driveway.

The hatchback tailgate and folding rear jump seats give the GT roughly 11 cu ft with seats up and up to ~24 cu ft folded — more than a strict two-seat rival — but there are no roof rails, no factory hitch, and the load floor is narrow and shallow for anything bulky.

Second-gen AMG GT 63 4MATIC+ combines AWD, standard rear-axle steering, and active aero/active engine mounts for confident, high-grip cornering, but ~4,300+ lb curb weight blunts agility versus a 911 or Cayman. Reviewers consistently frame it as a GT-first grand tourer that is enormously capable rather than a pure sports car.

Speed-sensitive electric power steering is accurate and well-weighted with AMG Dynamic Select modes tightening response, but Mercedes EPS remains famously filtered — reviewers describe it as precise and confidence-inspiring rather than talkative like a 911's rack.

Six-piston front fixed calipers on 15.4-in rotors are standard; AMG carbon-ceramic composite brakes optional. Instrumented 70–0 mph stops in the low-100-ft range with strong pedal feel and excellent fade resistance in track testing.

Hot-V 4.0L twin-turbo V8 with the 9-speed AMG SPEEDSHIFT MCT wet-clutch transmission delivers minimal turbo lag, crisp tip-in, and precise, fast shifts across all AMG Dynamic Select modes. Auto stop/start restarts are the one occasional coarse moment cited by testers.

AMG's hot-V twin-turbo V8 produces the trademark deep, muscular exhaust note with the standard AMG Performance Exhaust — one of the most emotive powertrain soundtracks in the class. Occasional low-speed drone in eco-shift modes but otherwise pleasant under load.

Standard rear-axle steering on the AMG GT 63 4MATIC+ Coupe tightens the curb-to-curb turning diameter to roughly 36.7 ft — very good for a long-wheelbase two-door GT.

AMG Performance seats offer wide adjustment and strong lateral support, the low-slung driving position has good outward vision for a coupe, and the 12.3-in digital cluster pairs with an 11.9-in portrait MBUX touchscreen. Marked down for touch-capacitive steering-wheel buttons and menu-heavy MBUX that pulls eyes off the road.

577 hp V8, ~3.1-second 0–60 mph, AWD grip, rear-axle steering, and the AMG V8 soundtrack make the GT 63 4MATIC+ genuinely exciting on any road — but enthusiasts consistently call it a hugely fast GT rather than a scalpel-precise driver's car like a 911 or Cayman.

GT 55 base (~$137,795) includes 4MATIC+ AWD, MBUX with dual displays, Burmester surround, adaptive AMG Ride Control, active aero, AMG performance seats, and 20-inch wheels — generous compared with a Porsche 911's a la carte options, though ceramic brakes, carbon packages, and top-tier audio remain expensive add-ons.

$138K starting price delivers a 469-hp AWD V8 luxury GT with premium tech, but a similarly priced Porsche 911 Carrera S counters with sharper dynamics and a Corvette Z06 offers dramatically more performance per dollar; solid, not standout, value in the segment.

Four distinct trims — GT 55, GT 63, GT 63 PRO, and GT 63 S E Performance PHEV — span roughly $138K to $225K+, layered with Night, Aerodynamics, Carbon, and Manufaktur option packages. Coupe-only body (no roadster/convertible under the GT badge; SL handles that role) is the main gap.

Deliberately low-volume halo coupe — US deliveries run in the low four figures annually, well below Porsche 911, Corvette, or even the CLE Coupe. Market acceptance is niche-strong among enthusiasts and AMG loyalists, but this is not a mainstream seller.

The Mercedes-AMG GT nameplate carries elite aspirational cachet — the flagship AMG two-door tied to F1 halo (One), factory motorsport pedigree, and hand-built 4.0L biturbo V8 in the top trims. Few marques match AMG's performance-luxury halo in this bracket.

GT 63, GT 63 PRO, and GT 63 S E Performance typically transact at or very near MSRP with allocation-driven availability; only GT 55 sees occasional dealer discounting. Buyers rarely find meaningful cash or finance incentives on the AMG GT range.

Second-generation C192 launched for MY2024 in the US on the same platform as the current SL, making 2026 the third year of a fresh design with contemporary MBUX, active aero, and 4MATIC+ standard. No replacement is on the near-term horizon.

Reviews for the second-gen GT are polarized — praise for powertrain, tech, and interior, but repeated criticism of ~4,600 lb curb weight, reduced steering purity versus the R190, and rare wins in head-to-head comparisons against the Porsche 911. Not a 10Best or major-award recipient in 2024–2025.