Place the driver and navigator in a comfortable seating position for long distances, then build the cockpit and vehicle architecture around them. A straight windshield, a teardrop roofline, a truncated hood with trim ridges that help the driver position the front trim. in corners, easy-to-use number one and secondary controls without taking your eyes off the road, and that subconscious connection between man and machine, the sensitivity that the car is, in fact, an extension of the brain and the body of the driving force.
Mercedes-AMG has offered a 21st-century interpretation of that European automotive art form of Gran Turismo that dates back at least to the late 1930s and subtly seamlessly between the 1940s and early 1990s. 70.
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 the controls, screens, menus and graphics come from Mercedes’ shallow container, with touchpoints, logic and features little more than a Maybach EQS electric limousine, that the GT 63 is a low-speed weapon, not a cruiser SUV. luxury. pod. Familiar, with another intention.
AMG’s 4-litre twin-turbo V8 is positioned very close to the front of the boat, assembled via a single type at a series of workstations, and the builder consciously opts for components for an ideal fit, resulting in the equivalent of a traditional Gerguy hot. Rod. Engine: It doesn’t get any bigger than that.
A stylish couple can travel in this vehicle for a week. It may be necessary to invest some money in equipped luggage, something I’m sure Mercedes MANUFAKTUR can take care of. Flat floor, walls with a carefully formed formwork appearance. Please consider Burmester audio upgrade speaker, value 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 newcomers to this blessed land of marvelous 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 tremendously when hitting the car in corners. Note that maximum force should be between 5,500 and 6,500 rpm, so the transition between torque and force is seamless. It’s a pleasure to see the turbos well written.
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.
Headed back down the mountain. Here in Greater LA, the ideal INDIVIDUAL setting is COMFORT for … [+] suspension to readily absorb the brutal shocks of LA’s notoriously wretched pavement, saving one’s kidneys and lower back from bruising. SPORT or SPORT+ for powertrain bring an aggressive edge that responds to paddleshifting.
The GT 63 variant of the Mercedes 9-speed features AMG scripts for quick and elegant gear changes, adding automated and exact downshifts with the throttle. Using this finely programmed semi-automatic gearbox, with limited driving time, a neophyte can effortlessly shift gears with as much skill as any of the greatest sports car racing heroes of the old BeyondArray.
The 4-liter twin-turbo V8 is assembled via a single man who can take the car and manipulate each and every component as he works from the engine block up, installing the crank into the bearings, the pistons into the cylinders , etc. I’m not asking for a bigger engine build than this, making AMG the absolute equivalent of any other performance car maker. The turbos live at the top, in the V of the engine. V12s make excellent sounds, are long and as well packaged as a V8. A high-performance turbocharged V8 remains the most productive strategy for most front-engined GT cars.
If the steering wheel shifts are too fiddly when navigating busy urban roads, choose the COMFORT calibration and be a little lazy, with the black boxes deftly handling the gear adjustments. With so much torque available between 2,500 and 5,000 rpm, this car is quick even when idling.
The control car engine manufacturer. Hammer, this engine sounds amazing, increases sensations and adrenals. 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 Array dial. . [+] to override the calibration. For those living in Los Angeles, the INDIVIDUAL setting is most productive with SPORT for the powertrain and COMFORT or SPORT for the suspension.
To make day-to-day GT 63 details even easier, check the option box for front lift, and even my own driveway probably wouldn’t scrape the GT 63’s chin. Consider this a mandatory option.
22 Beautifully purposeful sculpture. Note teardrop arc of the roofline.
The windscreen is relatively vertical, as it deserves to be in a true GT. One of the main benefits is the lack of reflections at the top of the board, which is a common challenge in some Italian exotics that emphasize taste over function. The only reflected image is at the base of the windshield, where it does not affect the view of the road.
If space can be found on the crowded center stack, AMG might place a push-me/pull-me control for the … [+] optional front-end lift. In current form, one must press a button along the bottom of the stack to call up a screen menu, then tap an icon on the screen, then tap a graphic image of the car to raise the front end, all of which requires eyes off the road and precious seconds. AMG’s counter-argument is a touchscreen prompt that pops up and asks if you’d like to store a location in the GPS map and thus automatically engage the front end lift. But this does not answer the issue of unexpected steep entrances.
On a remote mountain road, SPORT or even SPORT+ works best in all contexts and suddenly you are riding a tiger, a truly ferocious animal. Honestly, using all the capabilities of this car on the road will be difficult and will pose a risk to your license.
The AMG GT 63 features a smoked glass sunroof that offers a credible option for driving in moonlight for 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 hybrid powertrain that combines this V8 with an electric motor in the rear offers significantly higher performance. But like all throttle junkies, I still need relentless force and thrust up to 100 mph. . . and maybe a little beyond.
Regardless of the low ride height, the seating position is upright, very best for either motive force and navigator. A. . . [ ] Correctly placed Gran Turismo puts the motive force in an upright position that is cushty over long distances and also allows just right vision. The GT 63 gives a transparent view forward, aspect and rear. The satin trim on the middle console is fantastic, yet it can reflect in the California sun. Less reflective trim might be a smart option.
No matter what spec-chart flunkies might say about a car that merely hits 60 mph in 3.1 seconds, GT 63 proved as ferocious and exhilarating as any front-engine GT car available, whether German, Italian or English.
Considering my addiction to acceleration, to violent forward thrust, it’s funny to think that driving GT 63 stokes hunger to sample the AMG GT 43 with its highly sophisticated turbo 4-cylinder, a less powerful car that will also be much easier to stretch out and fully exploit. And of course, Mercedes-AMG’s GT 63 S E Hybrid, which with a wink and a nod might be considered a 21st Century hybrid hypercar cousin of the Uhlenhaut coupe of the 1950s.
Incredible V8 rat-a-tat-tat sound is especially pronounced at lower revs, growing into a forceful, almost violent tenor yowl at higher revs. It’s burbly at lower revs. More strident and affirmative in SPORT and SPORT+ settings. Sings excellent German opera at higher revs. For older guys like me, the engine’s power delivery is readily understandable. Even with all that fat low-rev turbo torque, it still delivers power in a familiar linear fashion. Horsepower rises in an understandable manner. The main difference is that in the old days, you wouldn’t have this incredible combination of enormous low-rev torque and horsepower up top. The hand-off from torque to horsepower between 5000 and 5500 rpm is fantastic. You’re never lacking for thumping good power.
The choice of display based on performance. As the revs increase, the red light moves outward until you. . . [ ] reaches the red line. Okay, it’s a video game console button.
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.
The suspension is AMG multi-link, with steering knuckles, wheel carriers and controls made of forged aluminium. . . [ ] arms to the weight. The AMG GT 63 features an active suspension formula, which uses a hydraulic formula to upgrade traditional torsion springs. In addition, adaptive and interconnected shock absorbers (shock absorbers).
AMG’s SL 63 remains my most popular car of the current generation, a gentlemen’s sports tourer that allows maximum productivity on moonlit open-air trips combined with sublime presence. The Maybach SL 680 variant is a magnificent equipment. The GT 63 is the more muscular and specific sibling of the SL 63, sharing many of the same components. Both are beautiful vintage sculptures, eschewing the teenage fever dream video game designs of maximum mid-engined supercars and hypercars. Both the AMG SL like the 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 former independent AMG tuning space as a functional division of Mercedes-Benz, the production of the AMG One hypercar, which is in fact a Formula 1 car for the road, and the variety of partial access to the full diversity of Mercedes subsystems on display, Mercedes-AMG is now a complete manufacturer of high-functioning automobiles equivalent to those other two major sports and GT companies, one of them in Stuttgart. and the other south of the Alps. And Mercedes’ unparalleled history of functional cars and good fortune in motorsport has extended to the AMG division. AMG just needs time to build and offer more exclusive production cars to convince the skeptics. In terms of engineering capability, Mercedes-AMG is already equivalent to, or even much greater than, its German and Italian rivals.
On the mountain. Grill shape and vertical bars are an interpretation of early 1950s Mercedes 300 SL … [+] race car grilles.
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