2025 Mercedes-Benz AMG GT

The GT 55 4MATIC+ is the volume V8 trim of the second-generation (C192, 2024–) AMG GT, with 469 hp from the 4.0L biturbo V8. For 2025 the coupe range spans the RWD GT 43 four-cylinder up through the GT 63, the new GT 63 Pro and the GT 63 S E Performance plug-in hybrid.

The GT 55's biturbo V8 makes 516 lb-ft across a broad 2,500–5,000 rpm plateau; the GT 63 raises that to 590 lb-ft, and the PHEV goes well past 1,000 lb-ft combined.

Mercedes quotes 3.8 s for the GT 55 4MATIC+ coupe, with the GT 63 and the PHEV quicker still. That places it with the quicker cars in the sports-car pool.

The handcrafted M177 biturbo V8 pulls with little turbo lag and a wide torque plateau, and reviewers praise its response and sound. A few note that the GT 55 feels 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 report occasional low-speed jerkiness, which keeps it below the best dual-clutch gearboxes in the class.

4MATIC+ fully variable AWD is standard on the GT 55, GT 63, GT 63 Pro and GT 63 S E Performance, and adds a Drift Mode. Only the entry GT 43 is RWD, which is rare breadth among sports cars.

For 2025 the coupe offers a 2.0L turbo-four mild hybrid (GT 43), the 4.0L V8 biturbo in three states (GT 55, GT 63, GT 63 Pro) and a V8 plug-in hybrid (GT 63 S E Performance). That covers gas and PHEV, with no EV.

EPA rates the 2025 GT 55 4MATIC+ coupe at 14 mpg combined, the same as the GT 63. That is below the floor of the gas coupe band.

EPA city rating of 12 mpg for the GT 55 volume trim, among the lowest in the sports-car pool.

EPA highway rating of 19 mpg for the GT 55. The twin-turbo V8 and AWD keep it under the coupe highway band.

A roughly 18.5-gallon (70 L) tank at the 14 mpg EPA combined rating gives about 259 miles. That is short for the class and below the coupe band floor.

EPA estimates $5,750 a year in fuel for the GT 55 on premium at standard assumptions, far above the coupe band ceiling.

Every 2025 AMG GT coupe trim requires premium unleaded, and the V8 trims burn a lot of it. There is no flex-fuel or regular-grade option; only the PHEV variant can plug in.

NHTSA has not crash-tested the low-volume second-generation (C192, 2024–) AMG GT. Per the framework, a vehicle NHTSA has never rated records 0 stars.

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

On the 2025 GT 55 the standard driver aids are Active Brake Assist (AEB), ATTENTION ASSIST, crosswind assist and PARKTRONIC. Blind-spot assist, cross-traffic braking, DISTRONIC adaptive cruise, lane keeping and lane centering all sit in the optional $1,950 Driver Assistance Package. Too much is locked behind an option at this price.

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

Active Blind Spot Assist (which includes exit warning) and cross-traffic functions are available on every 2025 trim, but only in the optional Driver Assistance Package, not as standard. It intervenes actively when fitted.

Active Lane Keeping Assist and Active Steering Assist (lane centering) both come only in the optional Driver Assistance Package. 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, route-based speed adaptation 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 adaptive high-beam 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 GT shape gives thick C-pillars, a high beltline and a shallow rear window, and 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 55 coupe seats two as standard. An optional 2+2 layout adds two rear seats, but reviewers call them too small even for children.

Front headroom is typical for a low-slung sports coupe. The 2025 model carries over the dimensions of the C192 generation launched for 2024.

Generous front legroom for the class, helped by the longer 106.3-in wheelbase of the C192 generation. Per evo, choosing the optional rear seats moves the front cabin forward slightly.

The liftback-style hatch gives a usable 11.3 cu ft load area, which is more than many sports-car rivals but well short of a GT-oriented hatch such as the Corvette's dual trunks.

Small-item storage is limited to a modest center-console bin, cupholders and a wireless-charging tray. The optional rear seats work best as a parcel shelf, and the large hatch opening is the one practical strength.

The standard power AMG sport seats are supportive and widely adjustable for long stints. The optional AMG Performance buckets are firmer, and the rear seats are token.

Adaptive dampers (AMG Active Ride Control on higher trims) make the C192 softer than its predecessor in Comfort mode. Several reviewers still call it stiffly sprung, with a harsh rear over urban pavement.

Wide performance tires and a deliberately vocal V8 and exhaust keep the cabin loud by luxury standards, though highway wind noise is controlled. It is typical for a V8 sports car rather than a hushed GT.

Heated power seats, dual-zone automatic climate and AIRSCARF-style luxury options are available, with ventilated seats and a heated wheel in option packages. It is well equipped, but on a $135k car much of the comfort kit still sits in packages.

For 2025 the new rear-drive, four-cylinder GT 43 becomes the entry point, cutting about $30K from the 2024 GT 55 base. It is still roughly double the coupe band's ceiling.

The volume V8 trim is the GT 55 4MATIC+, which starts at $138,700. Common packages such as Night, AMG Performance seats, upgraded audio and larger wheels add roughly $10–15K.

CarEdge projects about $5.6K of scheduled maintenance, wear items and repairs over five years, with much of the repair risk covered by the 4/50 warranty. AMG tires, brakes and dealer labor still make it expensive per visit.

KBB places the AMG GT in the 75–100th percentile for depreciation among 2024 coupes, and a 2024 trade-in of about $68K against a $138K+ launch MSRP implies very steep early losses. CarEdge and iSeeCars ratios above 60% look skewed by older and limited-edition cars.

Mercedes-Benz USA's standard new-vehicle limited warranty, which applies to AMG models without change.

Mercedes-Benz has no extended powertrain warranty on gas models. The powertrain 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 includes trial periods, but scheduled maintenance is a paid prepaid plan. That trails BMW and Porsche-adjacent rivals that bundle some service.

$150,000 volume-trim price minus its estimated resale value after 5 years (42% retained, or about $63,000) leaves about $87,000 in depreciation. Add the projected $5,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $92,600 in total.

2025 is only the second model year of the second-generation (C192) AMG GT, a low-volume, technology-dense performance coupe now built on the SL platform; there is no published CR predicted-reliability verdict with real sample size, 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.

Recall activity for this generation is moderate and fixed by software rather than mechanical repair. The 2024-2026 AMG GT is in the instrument-cluster blackout campaign, and the 2025 GT 63 S E Performance hybrid falls under a separate loss-of-drive-power software recall. The V8 volume trim has no powertrain hardware campaign on record.

The volume GT 55 uses the hand-built M177 4.0L twin-turbo V8 paired with the AMG Speedshift MCT 9-speed. Both are used widely across the AMG range and have a generally solid decade-long record. The new 4MATIC+ AWD fitted to the GT for this generation adds complexity with limited high-mileage data.

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

Reviewers consistently describe tight, rattle-free assembly and consistent panel gaps, even when they criticise the material choices.

Mercedes-Benz has one of the densest US luxury dealer networks. AMG-specific expertise is uneven 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, adaptive suspension, active aero and optional carbon-ceramic brakes. Aftermarket support is far thinner than for a Corvette or Mustang, and repairs out of warranty can be very costly.

Every C192 AMG GT uses a portrait-oriented 11.9-in central touchscreen running MBUX, angled toward the driver as in the SL.

MBUX in the portrait SL/GT layout is quick and graphically rich, with strong voice control. Reviewers dislike the haptic touch-sliders on the steering wheel and the menu-heavy climate controls, the same weaknesses as other current Mercedes models.

Wireless Apple CarPlay and Android Auto are standard on every trim.

The 'Hey Mercedes' natural-language assistant is among the better factory systems, and the native MBUX navigation includes augmented-reality guidance options.

Burmester surround sound is fitted on the 2025 GT 55 and sounds strong. Cabin noise from the V8 and tires limits how much a premium system can show in a sports coupe.

A configurable 12.3-in digital cluster with AMG-specific displays (race, supersport views) is standard.

The MBUX generation used here receives over-the-air infotainment and map updates and some feature unlocks. Whole-vehicle feature OTA is more limited than Tesla's or the newer MB.OS cars.

The Mercedes me app covers remote lock and unlock, vehicle locate, status and remote climate, but several services need a subscription after the trial period.

USB-C ports and a wireless charging pad are standard up front. It has no household outlet and minimal provision in the token rear, which is adequate for a two-seat coupe.

KEYLESS-GO proximity entry with push-button start and a power liftgate are fitted, and remote start is available via the app. Phone-as-key (Digital Key) is not broadly offered on the GT.

A rearview camera and front and rear parking sensors are standard. The surround-view camera and Parking Assist come in option packages, which help with the long nose and wide body.

An AMG head-up display is available, but only as an option or package item rather than as standard.

It seats two as standard, and the optional rear seats are too small even for children, so there is no realistic car-seat use.

Mercedes fits standard active braking and blind-spot assist, with the Driver Assistance Package optional. It has no NHTSA or IIHS crash ratings and a $135k+ price, so it is not a family-safety proposition.

It cannot carry four people in comfort. Two adults with 11.3 cu ft of luggage is the realistic limit.

It is far more livable than the first-generation GT, with 4MATIC+, a smooth 9-speed and Comfort mode. The firm rear ride, quick steering, wide body and low seating still make urban commuting tiring.

A premium-fuel V8 at 14 MPG combined, plus expensive performance tires, makes it a very costly commuter.

Rear-axle steering helps low-speed agility, but the long hood, wide body, poor rear visibility and a ~41-ft turning circle make tight parking awkward.

It has no tow rating and minimal payload or cargo space, so it is not work-capable.

It is a luxury performance coupe with Nappa and carbon trim and costly components, unsuited to work abuse.

It has no outlets, tie-downs, hitch or upfit ecosystem.

Supportive seats, a strong V8 and available adaptive cruise suit fast touring for two. A firm ride, a loud cabin and 14 MPG combined hold it back as a mile-eater.

4MATIC+ AWD helps on wet roads, but low ground clearance, summer performance tires and no roof or hitch provision keep it on pavement.

The hatch layout and the optional fold-flat rear seats or rear shelf give it more flexibility than a trunked sports car, but total space is small and it has no roof rails or hitch.

Rear-axle steering, 4MATIC+ and available AMG Active Ride Control roll stabilization give it huge grip and composure. Some reviewers find it less playful than its RWD predecessor or a 911.

The steering is quick and precise, but reviewers describe it as darty and artificial, with little feedback through the rim.

Large AMG high-performance composite brakes stop the ~4,300-lb coupe strongly and resist fade, and carbon-ceramics are optional (standard on the GT 63 Pro). Its weight is the only limiter.

The 469-hp biturbo V8 pulls cleanly with little lag across a 516 lb-ft plateau. The MCT 9-speed shifts quickly when pressed but can be occasionally jerky at low speed.

The V8 is loud by design, but its character is a key part of the appeal rather than a drone. Some reviewers note vibration reaching the cabin.

Even with standard rear-axle steering the long-wheelbase C192 has a wide turning circle for a coupe.

The low, well-adjustable seat and a good wheel position suit enthusiasts. Rear visibility is poor, ingress is low and wide, and Mercedes' haptic wheel controls are fiddly.

A thunderous V8, huge pace and real handling make it genuinely exciting. Its added weight and AWD civility make it feel more grand tourer than raw sports car next to a 911 or its predecessor.

The GT 55 includes 4MATIC+ AWD, MBUX dual screens, Nappa-trimmed sport seats, a heated steering wheel, navigation and active aero as standard. That is generous next to a Porsche 911's à-la-carte options sheet, though ceramic brakes, carbon packages and the top audio remain costly extras.

A 469-hp AWD V8 luxury GT for about $139K is fair, not standout, value. A Corvette offers far more performance per dollar and a 911 Carrera better dynamics at similar money, and the new $107K GT 43 was widely called pricey for a four-cylinder.

For 2025 the coupe runs from the RWD four-cylinder GT 43 through the GT 55 and GT 63 to the new GT 63 Pro and the GT 63 S E Performance PHEV, spanning about $107K to $200K+. It is a wide, well-spaced range, with the roadster role left to the SL.

This is a deliberately low-volume halo coupe. US deliveries are a small fraction of the Porsche 911's or Corvette's, though the cheaper GT 43 broadens its reach in its second year.

AMG's flagship two-door carries strong performance-luxury cachet, with a hand-built V8 and an F1 halo. Its resale drag keeps it slightly below the very top.

There is little factory cash, but dealers commonly discount the GT 43 and GT 55 below sticker, and steep depreciation leaves room to negotiate. Pro and PHEV trims sell closer to MSRP.

2025 is the second year of the C192 generation launched for MY2024, which shares the current SL's platform and MBUX tech. This year adds new GT 43, GT 63 Pro and PHEV variants, and no replacement is near.

Reviewers praise the V8, the tech and the cabin, but criticise the roughly 4,000+ lb weight and softer, GT-like character, and the GT 43 as overpriced. It rarely beats the 911 in comparisons and won no major 2025 awards.