2024 Mercedes-Benz AMG GT

2024 is the US launch year of the second-generation (C192) AMG GT coupe, offered only as the GT 55 and GT 63, both with the 4.0L biturbo V8. The GT 55 is the volume trim at 469 hp.

The GT 55's biturbo V8 makes 516 lb-ft over a broad mid-range plateau, and the GT 63 raises that to 590 lb-ft.

Mercedes-AMG quotes 3.8 s to 60 mph for the GT 55 and 3.1 s for the GT 63, which puts it among the quicker cars in the sports-car pool.

The hand-built M177 biturbo V8 pulls with little turbo lag and a wide torque band, and reviewers praise its response and sound. The GT 55 feels a bit less urgent than the GT 63, but both are smooth.

The AMG SPEEDSHIFT MCT 9G wet-clutch automatic shifts quickly and decisively in Sport+/Race and is civil in Comfort. Some reviewers note slight low-speed jerkiness, which keeps it below the best dual-clutch gearboxes.

For 2024 every US AMG GT coupe (GT 55 and GT 63) has standard 4MATIC+ fully variable AWD with Drift Mode, plus standard rear-axle steering. The RWD GT 43 did not arrive until 2025. Standard AWD is rare among sports cars.

In 2024 the coupe has one engine, the 4.0L biturbo V8, in two outputs (469 and 577 hp), always paired with the 9-speed MCT and AWD. The four-cylinder GT 43 and the GT 63 S E Performance plug-in hybrid only arrived for 2025.

EPA rates the 2024 GT 55 4MATIC+ coupe at 16 mpg combined, the same as the GT 63. That is below the floor of the gas coupe band.

An EPA city rating of 13 mpg is among the lowest in the sports-car pool.

EPA rates the GT 55 at 20 mpg highway. The twin-turbo V8 and AWD keep it below the coupe highway band.

A roughly 18.5-gallon (70 L) tank at the 16 mpg EPA combined rating gives about 296 miles, just under the coupe band floor.

EPA estimates $5,050 a year in premium fuel for the GT 55 at standard assumptions, far above the coupe band ceiling.

Both 2024 AMG GT coupe trims require premium unleaded, and the V8 burns a lot of it. There is no regular-grade, flex-fuel or plug-in option for 2024.

NHTSA lists the 2024 GT Coupe but has not crash-tested it: every NCAP rating is 'Not Rated'. Per the framework, a vehicle NHTSA has never rated records 0 stars.

IIHS has not evaluated the 2024 launch-year C192 AMG GT, so it has no TSP/TSP+ award and no crashworthiness results. It is scored just below mid-band: the aluminum/steel structure it shares with the R232 SL is credible, but nothing independent corroborates it.

On the 2024 GT 55 the standard driver aids are Active Brake Assist (forward collision warning plus AEB), ATTENTION ASSIST, PRE-SAFE and Adaptive Highbeam Assist. DISTRONIC, lane keeping/centering, blind-spot assist and cross-traffic braking are all in the optional Driver Assistance Package, which is too much to leave optional at this price.

Active Brake Assist is standard, but IIHS has not run a front-crash-prevention test on the AMG GT. The cross-traffic function needs the optional package, so this is scored conservatively and below the strong results Mercedes' tested sedans post.

Active Blind Spot Assist (with exit warning) and cross-traffic braking can be ordered on both 2024 trims, but only in the optional Driver Assistance Package. When fitted, it intervenes actively.

NHTSA lists lane departure warning as optional. Active Lane Keeping Assist and Active Steering Assist (lane centering) come only in the Driver Assistance Package, and when fitted Mercedes' centering works but can feel intrusive in a performance coupe.

DISTRONIC with Active Steering Assist is a mature full-speed-range system with stop-and-go and lane-change assist. It is docked because it is an option, not standard, on the volume GT 55.

There is no hands-free highway system. Mercedes DRIVE PILOT (Level 3) is limited to the S-Class and EQS sedans, and the AMG GT's assist requires hands on the wheel.

LED headlamps with standard Adaptive Highbeam Assist are fitted, and DIGITAL LIGHT is optional. IIHS has not rated the AMG GT's headlights, so the score rests on Mercedes LED hardware that rates well on other models.

The long-hood fastback shape brings thick C-pillars, a high beltline and a shallow rear window, so rear three-quarter vision is poor. The surround-view camera helps when parking but does not fix the blind zones on the road.

The second-generation (C192) AMG GT coupe comes as a two-seater in the US, and the 2+2 rear seats are an option. The rear seats are tiny buckets meant for children or short trips.

Front headroom is 37.8 in, middling for a low-slung sports coupe.

There is 42.7 in of front legroom, so tall drivers fit well.

The C192 switched to a liftback hatch with 11.3 cu ft of cargo space, a useful gain over the first-generation car. The optional rear seats fold to extend the load floor.

The cabin has a small console bin, a wireless charging pad and modest door pockets, as most sports cars do. The hatch is the best practical feature, but there is no notable storage innovation.

The standard power AMG sport seats are supportive and fine for long drives. The optional AMG Performance buckets are firmer, and the optional rear seats are for children only.

Hydraulically linked adaptive dampers (AMG Active Ride Control) give a better ride than the old car. Most reviewers still call it firm and say broken pavement comes through even in Comfort mode.

Reviewers consistently criticize the road and wind noise and say it becomes tiring on the highway, because sound deadening was cut to save weight.

Dual-zone climate control and power heated seats are standard. Ventilated seats, a heated steering wheel and AIRSCARF-style neck warming come in option packages, which is typical for a luxury sports car but not lavish as standard.

For 2024, the launch year of the second-generation C192, only two V8 trims were sold, so the GT 55 is the entry point. The cheaper GT 43 four-cylinder did not arrive until MY2025, and this price is far above the coupe band's ceiling.

The GT 55 4MATIC+ is the volume trim of the two-trim 2024 lineup. Common packages such as Night, AMG Performance seats, Burmester audio and larger forged wheels add roughly $10K to the delivered base price.

CarEdge projects about $5.6K of scheduled maintenance, wear items and repairs over five years. The 4/50 warranty covers early repair risk, but AMG-spec tires, brakes and dealer labor keep each service visit expensive.

KBB values the 2024 AMG GT at about $68K resale against a $136K+ launch MSRP. That is roughly half its value gone in about two and a half years, which projects to under 40% retained at five. CarEdge and iSeeCars nameplate ratios near 60% are skewed by the first-generation car and limited editions.

Mercedes-Benz USA's standard New Vehicle Limited Warranty, which applies to 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.

24/7 roadside assistance runs for the warranty term and Mercedes me connect comes with trial services, but scheduled maintenance is a paid prepaid plan. That trails BMW and Porsche-adjacent rivals that bundle some service.

$146,000 volume-trim price minus its estimated resale value after 5 years (38% retained, or about $55,480) leaves about $90,520 in depreciation. Add the projected $5,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $96,120 in total.

2024 is the launch model year of the second-generation (C192) AMG GT, which moved onto the SL R232 platform and added standard 4MATIC+ AWD. First-year cars of a new generation carry the most risk. No predicted-reliability verdict with a real sample size has been published, and Mercedes brand-level predictions run below average.

Mercedes-Benz sits in the middle to lower part of the pack in multi-year dependability studies. That is worse than Lexus, Toyota or Porsche, and broadly in line with other German luxury brands.

The 2024 GT coupe is in one software-fixed campaign, where the infotainment unit can reset and blank the instrument display. There is no powertrain or fire recall on the V8 coupe. The 25V129 hybrid starter-alternator recall covers the GT 63 S E Performance 4-door, a different body, not this car.

The volume GT 55 uses the hand-built M177 4.0L twin-turbo V8 with the AMG Speedshift MCT 9-speed. Both have a broadly solid record across the AMG range. The 4MATIC+ AWD system is new to the GT in 2024, and there is no high-mileage data on it in this application yet.

The cabin is well trimmed, with Nappa leather, metal trim and ambient lighting. Reviewers say it feels close to the SL and mainstream Mercedes products, with ordinary switchgear in places, rather than exclusive at its price.

Reviewers describe tight, rattle-free assembly and consistent panel gaps. The score is held just short of the top band because 2024 is the first production year at the new generation's plant ramp-up.

Mercedes-Benz has one of the densest US luxury dealer networks. AMG-specific expertise varies between dealers, and service satisfaction sits near the premium-brand average.

AMG-specific parts are expensive and largely available only through dealers, including the turbos, active suspension and roll stabilization, active aero and optional carbon-ceramic brakes. Aftermarket support is far thinner than for a Corvette or Mustang.

Every trim has a standard 11.9 in portrait center touchscreen running MBUX with AMG-specific displays.

The MBUX portrait screen is fast and its graphics look sharp. Reviewers criticize the touch-capacitive steering-wheel controls and the heavy reliance on touch for climate and drive settings.

Wireless Apple CarPlay and Android Auto are standard on both the GT 55 and the GT 63.

MBUX includes the 'Hey Mercedes' natural-language assistant and built-in navigation with live traffic. It is one of the stronger native systems in the class.

Burmester surround sound is standard, and a high-end Burmester 3D system is optional. That gives it strong base and premium audio.

A configurable 12.3 in digital cluster with AMG-specific views, including the track-pace and race-engineer displays, is standard.

MBUX supports over-the-air software and map updates. Feature additions are limited and mostly paid, so it sits below brands that push whole-vehicle updates regularly.

The Mercedes me app offers remote lock, locate and climate. Some services are subscription-based after the trial period, and a digital key is not widely offered on this model.

Wireless charging and USB-C ports are standard up front. There is no AC outlet, and the optional rear seats get little device power.

Push-button start is standard, and KEYLESS-GO proximity entry with a power liftgate is fitted or available. Phone-as-key is not offered.

A rear camera and parking sensors are standard, and the surround-view camera is available in a package. Reviewers recommend it because rear visibility is poor.

An AMG head-up display is optional on both trims and shows AMG-specific readouts. It is not standard.

It is a two-seater as standard. The optional 2+2 rear buckets are tiny and are reached through long coupe doors, so it is impractical for daily family duty.

There are no NHTSA or IIHS crash ratings, and most of the active safety suite (blind spot, lane keeping, adaptive cruise) is in the optional Driver Assistance Package.

It cannot carry four adults, and the 11.3 cu ft hatch is the only luggage space. Combined with a noisy, firm ride, that makes it poor for a family road trip.

Standard AWD, a civil Comfort mode and a smooth V8 make it usable every day. The firm ride, cabin noise, poor rearward visibility and slight low-speed jerkiness from the MCT add fatigue.

A biturbo V8 that requires premium fuel and returns mid-teens EPA mileage, plus expensive wide tires and brake service, makes it a very costly car to commute in.

It is 186 in long and wide, with a long hood and a 41.2 ft turning circle despite rear-axle steering. Limited rear visibility makes the optional surround camera close to essential.

It has no tow rating and only a small hatch area, so it is not meaningfully capable of work.

It is a luxury sports car with leather and Nappa interiors and low-profile performance tires, and it is not suited to hard use.

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

The supportive seats, strong V8 and optional DISTRONIC help on the highway. Heavy road and wind noise, a firm ride and modest range on a thirsty V8 limit it as a grand tourer.

Standard 4MATIC+ AWD and a front-axle lift help with steep driveways and snow. Low ground clearance, performance tires and no roof or tow provision keep it on pavement.

The new liftback hatch and folding optional rear seats make it more flexible than most sports cars. At 11.3 cu ft with no roof rails or hitch, bulky gear is still a struggle.

Standard rear-axle steering, 4MATIC+ AWD and hydraulic active anti-roll give enormous grip and composure. At about 4,255 lbs it feels heavier and less agile than a Porsche 911, and some testers note understeer and cautious stability control.

The steering is precise and very quick, but it carries little feedback and goes light in Comfort mode. Some testers found it too quick for the car's mass.

The large AMG composite brakes (with carbon-ceramics optional) stop strongly and resist fade. I found no instrumented 70–0 figure for the 2024 GT 55, so this is judged from reviews.

The hand-built M177 biturbo V8 responds sharply and has little lag. The MCT 9G is crisp at speed but slightly jerky at low speed.

The V8 has a pleasing, aggressive character, but it is partly synthesized through the speakers. The bigger refinement problem is road and wind noise rather than the powertrain.

Mercedes quotes a 41.2 ft wall-to-wall turning circle even with standard rear-axle steering. Curb-to-curb is not published and would be slightly smaller.

The low, well-adjustable driving position suits the car. Touch-capacitive wheel controls, a heavy reliance on the touchscreen and poor rear three-quarter visibility count against it, and getting in and out takes effort.

It has huge V8 thrust, a Drift Mode and stability at speed, and it is genuinely exciting. Reviewers say the extra weight and grand-touring polish make it less engaging than the 911 or the first-generation GT.

The 2024 GT 55 comes standard with 4MATIC+ AWD, active rear-axle steering, adaptive AMG Ride Control, MBUX dual screens, heated sport seats and active aero. That is generous next to a Porsche 911's à-la-carte options sheet, though ceramic brakes, carbon packages and Burmester high-end audio remain costly extras.

A 469-hp AWD V8 2+2 GT for about $136K is fair value but well up on the outgoing first generation's entry price. A Corvette Stingray or Z06 offers far more performance per dollar and a 911 Carrera sharper dynamics at similar money, and with no GT 43 yet there was no cheaper way in.

The 2024 launch lineup is just two V8 coupes, the GT 55 and GT 63, both 4MATIC+, spanning about $136K to $177K. The GT 43, GT 63 Pro and PHEV variants arrived only for 2025, which leaves the range narrow beyond the option packages.

This is a deliberately low-volume halo coupe, and the second generation reached US dealers only in spring 2024, so first-year deliveries were small. Volumes are a fraction of the Porsche 911's or Corvette's.

AMG's flagship two-door carries strong performance-luxury cachet from its handcrafted V8 and the brand's F1 halo. Steep depreciation keeps it slightly below the very top.

As an all-new launch-year model, the 2024 GT carried little factory cash, and early allocations sold near sticker. Discounts on leftover stock and lease support appeared later in the model year as the 2025s arrived.

2024 is the debut year of the all-new C192 generation, which shares the current SL's platform, MBUX tech and 2+2 packaging. No replacement is in sight.

Launch reviewers praised the V8, the everyday usability of the new 2+2 and the AWD traction. They criticised the roughly 4,000+ lb curb weight and a softer, more GT-like character than the R190. It rarely beat the 911 in comparisons and won no major 2024 awards.