2021 Mercedes-Benz AMG GT

For 2021 the US base AMG GT Coupe went from 469 to 523 hp, taking over the old GT S tune. That makes it the volume trim, ahead of the costlier GT C, GT R and Black Series.

The base car makes 494 lb-ft across a wide band, which is very high torque for a two-seat sports car.

Mercedes quotes 3.7 s to 60 mph for the 2021 base coupe, 0.2 s quicker than the 2020 car.

The hot-V biturbo V8 (M178) pulls hard with very little lag and an evocative exhaust; reviewers rate it among the best engines in the class. It is loud and rough-edged rather than silky, which keeps it below the very top band.

The rear-mounted 7-speed AMG Speedshift dual-clutch transaxle shifts quickly and decisively when driven hard. Reviewers repeatedly note jerky, hesitant behavior at parking-lot and stop-and-go speeds.

Every two-door AMG GT is rear-wheel drive with a transaxle. 4MATIC+ AWD exists only on the separate four-door GT 43/53/63 nameplate.

There is a single 4.0L biturbo V8 in several tunes (523/550/577/720 hp), all paired with the same DCT. There is no six-cylinder, hybrid or electric option on the two-door car.

The EPA rates the 2021 base AMG GT Coupe at 17 MPG combined, which is low even among V8 sports cars.

EPA city rating of 15 MPG.

EPA highway rating of 20 MPG.

fueleconomy.gov lists 337 miles of total range for the base coupe.

The EPA's annual fuel-cost estimate for the base coupe on premium fuel is $4,750, near the top of the fleet.

Every AMG GT two-door variant requires premium unleaded, and the thirst of the biturbo V8 makes that requirement costly.

NHTSA lists the 2021 AMG GT coupe but has never crash-tested it, so every NCAP rating reads 'Not Rated'. The framework records a car NHTSA has never rated as 0 stars.

IIHS never tested the first-generation (C190) AMG GT, so it has no TSP/TSP+ award and no crashworthiness results. The aluminum spaceframe is credible, but nothing independent backs it up, so this scores below the mid-band.

NHTSA lists neither forward collision warning nor lane departure warning as standard on the 2021 coupe. AEB, DISTRONIC, steering and lane-keeping assist, and cross-traffic braking all come in the optional Driver Assistance Package. Standard aids appear limited to ATTENTION ASSIST, PRE-SAFE, a rearview camera and (per some listings) basic Blind Spot Assist, which is thin for a car at this price.

AEB (Active Brake Assist) is available through the optional package, but IIHS never ran a front-crash-prevention test on the AMG GT. Because NHTSA shows forward collision warning as not standard, many cars on the lot will lack AEB entirely.

Basic Blind Spot Assist alerts are reportedly standard. Active Blind Spot Assist (which intervenes) and cross-traffic braking come only with the optional Driver Assistance Package.

NHTSA lists lane departure warning as not standard. Lane keeping and Active Steering Assist (lane centering) come only in the optional package. When fitted, Mercedes' older-generation system works but reviewers would rather switch it off in a sports car.

Active Distance Assist DISTRONIC with stop-and-go and steering assist is a capable, mature system, but it is a package option rather than standard on the coupe, which docks the score.

There is no hands-free highway system. The optional steering assist requires hands on the wheel, and Mercedes DRIVE PILOT was never offered on the AMG GT.

LED High Performance headlamps are fitted, with Adaptive Highbeam Assist available. IIHS never rated the AMG GT's headlights, so the score rests on Mercedes LED hardware of that era, which generally rates Acceptable to Good on tested models.

The very long hood, low seating position, thick C-pillars and small, shallow rear hatch glass leave large rear three-quarter blind zones. A rearview camera and parking sensors help in a car park, but a surround-view camera was optional at most, and nothing fixes the sightlines on the road.

The first-generation (C190) AMG GT coupe is a strict two-seater with no rear seats on any trim. The 2+2 option only arrived with the C192 generation for 2024.

The low-slung cabin still offers 39.5 in of headroom, generous for a sports coupe. 2021 is a carry-over body from the 2020 facelift.

Mercedes lists front legroom as 'n/a/TBA' on every C190 AMG GT spec sheet, and KBB and iSeeCars leave it blank. The deep footwell and far-back seat suit tall drivers, so a typical sports-car figure is assumed.

The rear hatch opens onto a shallow 10.1 cu ft load area sitting above the transaxle. That is enough for a couple of soft bags, but there are no folding seats to extend it.

The tall, wide transmission tunnel is mostly taken up by drive-mode buttons, leaving a small armrest bin, a shallow cubby and cupholders. There is a small parcel shelf behind the seats but no clever storage, so it sits below the GR86/BRZ, which at least have folding rear seatbacks.

The standard power AMG sport seats hold you well and adjust widely, and the optional AMG Performance seats add bolstering. Long stints are fine for the driver, but entry and exit over the wide sill into the low seat are awkward, and there is no rear seat.

With the 2021 power bump the base coupe gained the old GT S hardware, including AMG Ride Control adaptive damping. Comfort mode takes the edge off, but the stiff, short-wheelbase transaxle chassis on staggered low-profile tires stays busy and firm over broken pavement.

Wide tires roar on coarse surfaces and the V8 and performance exhaust drone at highway speeds. It is louder than a 911 or a Supra on the motorway.

Dual-zone automatic climate and heated power seats are expected at this price. Ventilated seats, a heated steering wheel and memory come mostly in option packages, which is thin standard kit for a $118k+ car.

The 2-door AMG GT Coupe was the entry point of the 2021 first-generation (C190) lineup, priced far above the coupe band's ceiling. The four-door AMG GT 43/53/63 are a separate car and are not counted here.

The base 523 hp GT Coupe was the volume 2-door trim for 2021. Typical options such as AMG Night/Carbon packages, Burmester audio, the panoramic roof, upgraded seats and larger wheels add roughly $8–10K to the delivered price.

CarEdge projects about $5.6K of scheduled service, wear items and repairs over five years. AMG-spec tires, large brakes and dealer labor rates make each visit expensive, even though early repairs fall under the 4/50 warranty.

The final-year front-engine V8 2-door has held value better than the four-door AMG GT, which drags down the blended used-price figures. Nameplate residual projections near 60% fit the 2-door car, but no source separates the body styles cleanly, so this is an estimate.

This is Mercedes-Benz USA's standard New Vehicle Limited Warranty, which covers AMG models unchanged.

Mercedes-Benz offers no extended powertrain warranty on gas models. The V8 is covered only by the 4/50 basic term, which sits at the bottom of the band.

Roadside assistance runs for the warranty term and Mercedes me connect comes with trial services. Scheduled maintenance, however, is a paid prepaid plan rather than included.

$128,000 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $76,800) leaves about $51,200 in depreciation. Add the projected $5,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $56,800 in total.

Neither Consumer Reports nor J.D. Power publishes a usable model-level rating for the low-volume two-door AMG GT. 2021 is the sixth year of a mature first generation (C190, 2016–2023), and the US base coupe moved up to the former GT S 523 hp tune with no new hardware. Owner-reported issues are mostly minor electrical glitches, which puts it in the average range rather than at either extreme.

In the 2020–2022 dependability studies, Mercedes-Benz sat below the industry average and in the lower half of Consumer Reports' brand rankings. That is mid-to-low pack, not bottom-third.

NHTSA lists only three campaigns that cover the 2021 two-door GT. Two are fleet-wide eCall crash-notification software fixes, and the third affects only 172 Black Series cars (wheel-speed-sensor harness length). The fuel-pump, 48 V ground and transmission-harness recalls filed under 'AMG GT' name only the four-door GT 43/53/63, a different platform.

The hand-built M178 4.0 L biturbo V8 belongs to AMG's M177/M178 family, which has been in wide use since 2014 with no systemic failure pattern. The rear transaxle 7-speed dual-clutch is robust, but it is costly when clutch packs or mechatronics do need work.

The cabin uses rich leather, metal switchgear and a dramatic center console. Reviewers note that some switchgear and the older COMAND-derived screen feel dated against a 911's cabin at this price.

The car is assembled by AMG in Affalterbach/Sindelfingen to a generally high standard. Owners report some scattered interior creaks and trim rattles over a stiff ride, which is typical of the class.

Mercedes-Benz USA has a dense network of roughly 380 dealers nationwide, far broader than most sports-car rivals such as Porsche. Not every dealer is equipped for AMG GT-specific work, and service satisfaction sits near the premium average.

Many parts are model-specific: body panels, transaxle components, and carbon-ceramic brakes on cars so optioned. Parts are dealer-sourced and expensive, and independent-shop coverage is thin compared with Mercedes' mainstream models.

The 2020 facelift, carried into 2021, brought a 10.25-in center media display. It runs the older COMAND system and is operated through a redesigned console touchpad rather than by touch, and KBB lists no touchscreen.

COMAND, with no touchscreen and no MBUX natural language, felt dated in 2021 next to Porsche's PCM and Chevrolet's Corvette system. The touchpad and console buttons work, but menus are deep and the touchpad is fiddly while driving.

Apple CarPlay and Android Auto are supported through Smartphone Integration, but only by wired USB connection on this COMAND-era car. Wireless projection was not offered.

COMAND navigation and command-style voice control are included, but there is no 'Hey Mercedes' natural-language assistant (that is MBUX). Most owners will default to CarPlay or Android Auto maps.

A Burmester surround system was fitted to US AMG GTs, and a Burmester High-End 3D upgrade was optional. Both are strong systems, though exhaust and road noise blunt them.

A 12.3-in fully digital cluster became standard with the facelift. It offers three AMG display styles (Classic, Sporty, Supersport), the last with an upshift prompt.

The COMAND-era AMG GT has no meaningful over-the-air vehicle software updates. Map and software updates rely on the dealer or downloads, unlike MBUX cars.

The Mercedes me connect app offers remote lock/unlock, vehicle locate and status. There is no digital key, and remote services are subscription-based after the trial period.

There are a handful of USB ports in the console and armrest area plus a 12V socket. Wireless charging was not widely fitted on the C190, and there is no AC outlet.

KBB lists proximity keyless entry and push-button start as standard on the 2021 coupe. There is no phone-as-key and no factory remote start.

KBB lists a surround-view camera as standard on the 2021 coupes, alongside parking sensors. That helps a lot with the long hood and poor rear sightlines, though there is no automated parking.

No head-up display was offered on the first-generation AMG GT coupe. The digital cluster is the only driver display.

This is a strict two-seater with no rear seat. A child seat can only go in the passenger seat, and the low, wide sills make loading kids awkward.

Neither NHTSA nor IIHS has crash-tested the car. AEB, lane keeping and active blind-spot assist sit in an optional Driver Assistance Package rather than coming standard.

With room for two adults and 10.1 cu ft of hatch space, it cannot carry a family of four at all, and two people's luggage is a tight fit.

The dual-clutch transaxle is jerky and hesitant in stop-and-go traffic, the ride is firm and the cabin loud. Getting in and out of the low seat over the wide sill is tiring.

At 15 mpg city on premium fuel, with expensive staggered performance tires and AMG brake service, it is one of the costliest cars in the pool to commute in.

A wide body, a very long hood and a 41 ft turning circle make tight urban spots hard work. The standard surround-view camera and sensors offset the poor sightlines only partly.

There is no tow rating, a two-seat cabin and a shallow 10.1 cu ft hatch. It is not meaningfully work-capable.

This is a low-volume luxury sports car with a delicate aluminum structure, low front splitter and leather interior. It has no fleet or hard-use reputation.

There is no onboard power, no rack or hitch provisions, and no upfit ecosystem.

The seats are supportive and the V8 makes highway passing effortless. Tire and exhaust drone, a firm ride, adaptive cruise only as an option and a 20 mpg highway figure limit it as a grand tourer.

The low front splitter, rear-wheel drive on wide summer tires, and no roof or tow provisions leave it strictly pavement-bound.

The hatch opening helps with soft bags, but 10.1 cu ft with no folding seats, no roof rails and no hitch leaves very little flexibility.

The front-mid-engine, rear-transaxle layout gives near-ideal weight distribution and huge grip, with sharp turn-in that the facelift refined further. The base car lacks the GT C/GT R rear-axle steering, and its tail can be snappy at the limit, which keeps it just behind the 911.

The steering is quick and precisely weighted. Reviewers find it slightly hyper-reactive just off center and lighter on feedback than a 911's.

Large AMG high-performance steel brakes stop strongly and resist fade, with optional carbon-ceramics. The pedal is firm and progressive.

The biturbo V8 responds immediately with little lag. The rear-mounted 7-speed DCT is jerky and hesitant at parking and crawl speeds, which costs refinement in daily use.

The hot-V V8 sounds glorious under load and enthusiasts love it. It also drones on the highway and crackles on cold start, which some owners find intrusive.

A long wheelbase relative to its width and wide front tires give the base coupe a large 41 ft turning circle. The GT C's rear-axle steering trims that to 39.7 ft.

The low, rear-set driving position over the long hood feels special and adjusts well. Wide sills make entry hard, the console's V8-style button bank and touchpad take learning, and rear three-quarter visibility is poor.

A 523-hp front-mid V8, a theatrical exhaust and a rear-drive chassis that rewards commitment make it an enthusiast favorite and a genuine 'long way home' car.

The 2021 base coupe got the former GT S's 523 hp tune and keeps leather, navigation and the AMG performance hardware. Still, at about $120K many comfort and appearance items such as Burmester audio, the panoramic roof, carbon trim and driver assists are costly options.

It is quick, with 0–60 mph in 3.7 s from a hand-built biturbo V8, but it costs about twice as much as the mid-engine Corvette Stingray, which matches its pace. It is also priced at or above a Porsche 911 Carrera, which reviewers generally rate as better rounded.

The 2021 range ran from the base GT Coupe through the GT Roadster, GT C Coupe/Roadster and on to the $326K Black Series, covering both body styles and a wide power spread. It is rear-drive only, with no manual, and the steps between trims are large in dollars.

This was a low-volume halo car in the last year of its generation, selling in the low thousands per year in the US. Buyers were waiting for the next-generation car, and Porsche's 911 dominated the segment.

AMG is one of the most aspirational performance sub-brands, and the GT was the in-house successor to the SLS halo. Its Black Series and GT R variants add credibility on track.

Run-out models usually carry some dealer discounting and lease support, but the 2021 model year coincided with the chip-shortage inventory squeeze. That kept transaction prices close to MSRP for most of the year.

In 2021 the first-generation car was in its sixth US model year and its final year before the all-new 2024 generation. Its MBUX-less cabin tech and aging platform made redesign risk obvious to buyers.

Reviewers praised the V8 sound, styling and the GT R/Black Series track ability. The base car usually lost comparison tests to the Porsche 911 on refinement and usability, and it was rarely an award winner by 2021.