Review: The 2024 Mercedes-AMG GT 63
The 577-hp Mercedes-AMG GT is far larger and heavier than its predecessor, but is it still a proper sports car?
Whenever we link up with a friend we haven’t seen in a while, there’s sometimes a split-second of surprise. The image of them in our heads, how they style their hair, dress, and mannerisms, suddenly clashes as we look at the updated version of the person we’ve come to know. And while our brains quickly settle as we catch up, it’s nonetheless fascinating how even subtle changes can jump out with a tremendous ability to shock.
Although not a friend nor a person, that’s precisely how I felt when a Staling Blue Magno-finished 2024 Mercedes-AMG GT63 pulled up to my house a few weeks ago. Everything I can see, its long hood, sleek sloping roofline, and oversized quad exhaust tips, tell me I’m looking at AMG’s Porsche 911 fighter, but it doesn’t feel that way. Something’s slightly off. The last GT I drove years ago was a long-slung, rear-drive, agile sports car adorned with touches of Mercedes elegance. At first glance, this seemed like an entirely different kind of machine.
It’s longer, taller, and wider than the car it replaces. In practically every dimension, the new GT is substantially upsized. Peek under its hood, and you won’t find any obvious reasons why. After all, it’s powered by an updated version of the same twin-turbocharged 4.0-liter V8 as its predecessor, now generating 577 horses, matching the outgoing GT R. Instead, the culprit lives beneath the skin as the 63, along with its less powerful 55 and 43 twins, shares a platform with the latest SL.
This isn’t inherently a bad thing, though. AMG designed and built the latest Sport-Leicht entirely in-house. No standard production Benz runs alongside it. It’s a proper Affalterbach thoroughbred. However, merging a convertible cruiser with a sports car requires a fair bit of compromise. It’s why, in part, the new GT now comes standard with a 2+2 seating arrangement. This tester, however, replaces its second row with a flat shelf.
The alarm bells begin to sound as we dive deeper into the details. Although platform sharing doesn’t always result in substantial weight gains, in this case, it does. The 2024 Mercedes-AMG GT 63 is a full 783 pounds heavier than the car it replaces, with a curb weight of 4,343 lb. For context, its closest competitor, the 911 Carrera 4 GTS, weighs in at 3,536 lb. Even the Turbo positioned above it sits at 3,649 lb.
Are these mass gains as impactful as they seem on paper? The GT’s performance stats certainly don’t indicate so. Offered only with all-wheel drive in 63 and 55 forms, the GT is quicker than its predecessor, sprinting to 60 mph in 3.1 seconds and continuing onto an electronically limited 196 mph top speed. It may be larger and heavier, but AMG hasn’t broken the unwritten rule set by stat-focused enthusiasts that a new performance car must be more powerful and quicker than it replaces. On paper, gains are always welcomed, but given that AMG still positions the GT as a sports car, those improvements have to amount to a more thrilling driving experience.
On a quiet Saturday morning, I pointed the GT’s nose towards the canyons north of Los Angeles, with its configurable drive settings, suspension, and exhaust set to full-attack mode. In the days leading up to my canyon run, the Mercedes-AMG GT 63 had proven itself a versatile grand tourer with versatile and compliant suspension and a well-isolated cabin. Nothing should get in the way of becoming your daily driver. Not even this tester’s firm $2,500 AMG Performance Seats spoil the ride. Add the benefits of a sizable 23.8 cubic feet trunk made possible by its rear hatch, and the GT is an excellent one-car solution.
The GT makes a great first impression at speed on the twisty road. Thanks to all-wheel traction, a quick-shifting nine-speed automatic, and a full 590 pound-feet of torque, the hefty 63 picks up speed effortlessly. The character of its twin-turbo V8 is surprisingly familiar, just more responsive than in previous iterations. Despite lacking any form of electrification, the GT minimizes turbo lag, riding an unrelenting wave of torque up to 5,000 rpm, where it trails off slightly as its engine spins up past seven grand. Short-shifting is vital to getting the most out of it. Not a problem when a tug of the right paddle serves up the next gear almost instantly.
Dive into a bend, and the GT 63 has more tricks up its sleeve. Like everything in its class, it rides on adaptive shocks, adjustable through pre-set drive modes or a configurable individual setting. However, it complements them with a hydraulic anti-roll system that skirts the need for traditional bars. It’s an active system that can dial out body roll in real time. Coupled with an active aero system with an adjustable splitter and a deployable rear wing, the GT remains nicely stable at high speed and in the bends while successfully masking most of its heft.
That is, until you encounter a particularly tight section of road. In most settings, the GT’s $4,000 set of gorgeous 21-inch split-spoke gold wheels wrapped in 295/35 and 305/35 section Michelin Pilot Sport S 5 rubber offer tremendous grip. However, as you tackle a tight set of switchbacks, the 63’s weight comes to the forefront. Connect a few fast corners, and you’ll feel its mass begin to hold you back as it hesitates to turn in sharply. Past a certain pace, the illusion that you’re driving something agile, conjured mostly by its active aero, sticky tires, and clever suspension components, quickly falls apart.
Slow down, drive it less like a sports car and more like a quick grand tourer, and it comes together nicely. The speed of its steering starts aligning well with the front end’s capabilities, leading to a sense of directness. Although powerful enough to consistently slow this hefty two-door on a back road, its standard composite brakes seem mainly calibrated for easy modulation on the street. As such, they’re much happier at this chiller pace.
There’s an argument to be made that this grand-touring persona is one the GT, especially given its name, should’ve embraced from the beginning. If you look at the road cars produced by Mercedes and AMG over the past few decades, you’ll find only a handful of track-capable sports cars. What you will see plenty of, however, are large muscular luxury cars with great big fire-breathing engines, precisely what the Mercedes-AMG GT 63 is.
Although much has been said about its new platform and its substantial weight gains, especially in this review, the new GT manages to make an important point: chasing the 911 isn’t always the right move for a brand looking to establish a lasting nameplate. While its predecessor made a considerable splash in the industry, later spawning a convertible variant, a track day special, and a track-er day special, it didn’t manage to draw enough buyers away from its key rival. Last year alone, Porsche sold more 911s than Mercedes did GTs in the previous four years combined.
The arrival of this latest generation does create, however, an opportunity for the GT to redefine itself, leaning on what’s made us love AMG, both new and old. It starts with a clear advantage; at least stylistically, it’s a more interesting purchase than the ubiquitous Porsche. Given that it wears one of the most successful designs out of Affalterbach in recent memory, the GT drips with a level of swagger the 911 can’t match. Given its relative rarity in comparison, seeing one in the wild results in an immediate neck snap.
Sat low to the ground with widened wheel arches and its softly sloping roofline, the GT’s styling is substantially more evocative than the SL’s. It has practically perfect proportions thanks to enlarged headlights, a widened grille, and a vast movable rear wing. And despite its platform sharing, it still manages to capture the magic of the long-hooded style with its passenger compartment positioned as far back as possible.
Its good looks carry into its cabin, where its upsized passenger compartment feels far roomier than its predecessor’s, with improved visibility and front-row space. Its material choices and overall fit and finish have also substantially improved, although you’ll have to deal with the same screen-heavy layout as seen in the SL. It’d be fine if it were easy to navigate, but swiping through various menus while driving is unnecessarily distracting. Opt instead to control it through your wheel-mounted swipe controls, and you’ll encounter an equally frustrating experience, given that they rarely work as intended.
There’s also the matter of its price. The 2024 Mercedes-AMG GT 63 starts at $178,750, including fees, marking a significant increase over its predecessor. This stunning matte blue tester carries an as-tested price of $209,310.
After a week on the road, it’s become apparent whether you’ll feel that the new GT is a successful second-generation product comes down to the perspective with which you approach it. Expect it to be mainly a Porsche 911 fighter like its predecessor, and you’ll find a car that delivers a dulled driving experience. It may be quicker to 60 and still tremendously fast in a straight line, but it’s not particularly agile in the bends thanks, in part, to its 783-lb weight gains despite the efforts of its active aero, hydraulic anti-roll system, and adaptive shocks.
There is an initial shock once you see and feel how much the GT has changed, one you’ll need some time to get used to. However, it’ll quickly become apparent how good of a comfortable, spacious, practical, and fast long-distance machine it is. A versatility complemented by its jaw-dropping looks and a ferocious and characterful engine. However, despite how much it has shifted as it enters its second generation, AMG could take it one step further, dropping its sports car branding and embracing the GT’s strengths as a world-class grand tourer.
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First Drive Review: The 2025 Maserati GranCabrio Folgore & Trofeo
Maserati’s latest cabriolets join together for a drive through Italy’s Lake District, but it’s the EV that impresses most.
by Gabriel Vega
in Reviews
Approaching any new Maserati requires a healthy level of skepticism. Understandably, while the carmaker has previously charmed enthusiasts with its stylish machines powered by rousing engines that produce euphonious notes, these thrill devices haven’t always been the most dynamically impressive nor particularly user-friendly. The brand’s previous M.O. let impassioned design and automotive theatre pave the way regardless of the consequences.
Since the MC20 arrived in 2020, Maserati has abandoned this strategy, producing a competitive supercar, a grand tourer, and a mass-market SUV. While not all its recent efforts have been successful, in a few short years, the Italian brand has gutted the dated and replaced it with a fresh new lineup of compelling products. Products that can finally suit the desires and needs of a broader customer base that wants not just style but all the latest innovations, too.
However, as I drive more of Trident’s latest machines, I’m often left wondering: when will we finally see the Maserati that’s not just competitive but the best of the best, with no asterisks? I flew to Stresa, Italy, a small town perched on the coast of Lake Maggiore, to sample the brand’s latest, the all-electric, 751-horsepower, tri-motor 2025 Maserati GranCabrio Folgore and its 542-hp, V6-powered, Trofeo twin. And while the internal combustion drop-top proved to be a lovely cabriolet, I’m convinced the Folgore is the skepticism-shedding mic-drop car we’ve been waiting for.
Engineers began dreaming up the Folgore back in 2017. However, instead of developing it as a standalone EV, the Trident built a dual-purpose platform capable of housing the Folgore’s battery pack or the Trofeo’s 3.0-liter twin-turbocharged V6. This is partly why the EV’s 92.5-kilowatt-hour battery, 83 kW of which is usable, is distributed in a “T” shape. It’s nestled in roughly the same space as the gas car’s powertrain components.
Opting against a skateboard-style battery pack has significant benefits, though. For one, it brings most of the EV’s weight gains—an extra 932 pounds I’ll get back to—closer to its center of mass. Perhaps even more importantly for such a style-focused brand, it means there’s no visual stance or proportion deviations between the Folgore and Trofeo. Only a slightly taller sidewall needed to cope with the EV’s added heft separates them.
The Maserati GranCabrio Folgore embraces many stylistic updates to differentiate it from the Trofeo. Given its powertrain choice, various large intakes perforate the gas car’s bodywork, complemented by extended side skirts and a prominent diffuser housing four exhaust tips—all things the Folgore doesn’t need and so it doesn’t have. During a design walkaround, Maserati Head of Design Klaus Busse spoke candidly of the need to ensure the EV’s authenticity, meaning its styling isn’t distinctive just for model differentiation.
As such, it intentionally embraces a softer, more elegant vibe achieved by cutting back on aggressive aero elements, smoothing out lines in its front and rear bumpers, and including trim-specific staggered diamond-cut wheels. Like the Grecale Folgore, the electrified GranCabrio reserves the use of Econyl, a recycled nylon material, as the center inserts to its leather seats. While you can still option it with a full leather interior, the Trofeo model doesn’t offer this eco-friendly textile, even as an optional extra. Some usability annoyances remain for both GCs, such as having to swipe and hold your finger on the central touch screen to fold the roof. Thankfully, it stows in 14 seconds at speeds of up to 31 mph.
I set off, fabric top folded, riding shotgun across a beautifully picturesque landscape. Blue, clear skies illuminated the Folgore’s bright Rose Gold Liquid Metal paint, a $28,750 option. A calm Lake Maggiore flanked the cabrio on the right, with colorful red, yellow, and orange houses peppered on the left. Yet despite the idyllic scene, I could only think of how well this convertible EV road over small cracks, big ruts, and the odd speed bump.
Despite their positioning as grand tourers, the hard-top GT, regardless of trim, is quite a sporty machine. It’ll ride nicely at highway speeds but sometimes struggles to soak up minor imperfections while cruising slowly. This is not the case with the Folgore, despite its lack of a fixed roof. Its suspension calibration is a masterclass in comfort. Aided by thicker tire sidewalls and this EV’s considerable 5,249-lb curb weight, nearly as much as a Rolls-Royce Ghost, it isolates bumps both big and small effortlessly regardless of what its speedo reads.
Sliding into the driver’s seat ahead of a particularly twisty bit of road as we left the lakeside towns behind and pushed up towards the mountains up north, I cycled through the Maserati GranCabrio Folgore’s drive modes. While GT, Sport, and Corsa are undoubtedly familiar, Max Range joins the lineup to squeeze out a few extra miles if you need to limp to the nearest charger. Start in GT, and your power output is limited to 80 percent while its air suspension settles into its plushiest configuration. The gas car’s large column-mounted aluminum shift paddles remain, now tasked with dialing the EV’s regenerative braking settings.
Even as you dial up the available regen to the most extreme, it’s hardly anything but. Lift off the right pedal, and the Folgore’s nose won’t dive, slowing at a smooth but predictable pace. As the mountains served up tighter bends, I swapped GT for Sport, hoping for a gradual increase in aggressiveness. However, that’s not what I got. Instead, the accelerator pedal goes into what feels like a hybrid setting, delivering power smoothly for the first half of its travel only to hit you with a sudden burst of power. As such, I quickly moved on to Corsa, which proved surprisingly versatile despite its positioning as the most hardcore.
Dialed up to 11, the Maserati GranCabrio Folgore unleashes all 751-hp produced by its three electric motors, one in the front and two in the rear. A temporary MaxBoost feature further elevates its output to a Ferrari 296 GTS-matching 818 hp. However, despite this convertible grand tourer now being capable of sprinting to 60 mph in under 2.7 seconds while completing the quarter-mile in just 10.6, its air shocks don’t forget this car’s core goal. You may get all the power, but it doesn’t come in a package that suddenly feels on edge.
Instead, its throttle calibration once again becomes beautifully progressive. Meanwhile, its suspension still manages to ride beautifully, to the point where it’s easy to forget you’re in what’s supposed to be the most militant mode. Yet despite its relative softness, the Folgore confidently dives into bends while retaining excellent chassis balance. Although its swollen curb weight limits its ability to change direction quickly, it’s more than grippy enough to hang on far longer than you’d expect it to. With its two rear electric motors able to torque vector, carving up a mountain road becomes an effortless affair.
The Maserati GranCabrio Folgore does have its limits, however. For one, its brakes, identical to those in the gas car, have no trouble slowing the 4,317-lb Trofeo. Stopping the 5,249-lb Folgore is a challenge they’re not quite always up for. Dig deep in the pedal, and you’ll find the deceleration you’re after, but you won’t get the confident initial bite you’d want when hustling a narrow mountain road in such a heavy machine. Although reasonably quick, its steering lacks feedback, forcing you to listen for tire squeals instead of feeling as they work up to their limits.
However, while I point this out to provide insight, I know we’re discussing a convertible grand tourer here. If to expose the Folgore’s drawbacks, you have to attack a back road as you would in a 911 GT3; then, for its intended purpose of cruising in style, it’s punching way above its class.
Still in Corsa mode, I joined the highway and buried the right pedal. As the numbers on its digital cluster climbed, the Folgore settled nicely in the right lane with little wind noise interrupting this high-speed cruise. As demonstrated in the twisties, the firmest setting was once again the ideal one to be in, dialing out unwanted body motions without introducing unnecessary harshness. Switching back briefly to GT saw the GranCabrio become uncomfortably floaty at speed, so back to Corsa its spinning dial went.
Given this first drive’s brevity, assessing real-world range is impossible. However, the carmaker estimates that the Maserati GranCabrio Folgore will cover 233 miles on a charge. The GC counts on an 800-volt electric architecture, allowing it to charge at up to 270 kilowatts. As such, it’ll jump from 20 to 80 percent in just 18 minutes, adding 48 miles of range in five. Given the low average annual mileage covered by pricey GTs, its quick charging speed matters most here. And lest we forget, the Folgore is the first fully electric convertible grand tourer on sale, beating out every other luxury marque.
Jumping out of the Folgore and into the Trofeo felt like stepping into an entirely different animal. Push its wheel-mounted start button, and its 542-hp 3.0-liter twin-turbocharged V6 sends vibrations through the cabin. The Trofeo feels like a distinctly sportier machine from the moment it breathes life. Its steering is lighter, just as precise as the Folgore’s, but more communicative. Despite being down over 200 hp, it still sprints to 62 mph in 3.6 seconds, which is still bonkers fast in the real world. Tug on its aluminum paddles, and it’ll throw in extra growls with each upshift as its quad exhaust tips serve up a crescendoing, raspy, fully uncorked note with the top down.
Feed the Trofeo some bends, and it’ll tackle them as confidently as the Folgore without an extra 932 lb slowing its direction changes. Like its coupe counterpart, the V6-powered GC positions itself as a grand tourer, but in many ways, it more closely resembles a big sports car than a plush cruiser. Herein lies the rub. As I alluded to earlier, the fact that the GranCabrio, regardless of trim, is dynamically excellent is a bonus. However, what matters most is how it behaves in the spaces it’ll occupy most frequently, areas in which the Trofeo begins to struggle.
Despite riding on adaptive air shocks like its electrified twin, the Trofeo’s ride quality doesn’t compare to the Folgore’s, delivering a firm ride outside highway speeds. Due partly to its slimmer tire side walls, the gas-powered GC transmits most minor road imperfections through its chassis, whereas the Folgore makes them disappear.
Even on a tight back road, as the Trofeo tackles bends with sports car pace, the Folgore doesn’t fall far behind. It’s a heavy thing, but thanks to chassis calibration and grippy rubber, it hangs on with its gas-powered twin just fine, making it the more versatile option of the pair. Setting range concerns aside for a moment, unless you desperately crave the Trofeo’s V6 engine note, I struggle to find reasons to choose it over the Folgore.
A big one is undoubtedly pricing. The 2025 Maserati GranCabrio Folgore will start at $206,995, including a $1,995 destination fee, once it goes on sale later this fall. However, the Trofeo’s base price shrinks by a whopping $13,000, including fees, to $193,995 when it hits dealer showrooms this summer. While the Folgore hasn’t yet any rivals to fend off, the Trofeo lines up with the Mercedes-AMG SL63 and the Porsche 911 Turbo Cabriolet pricing-wise.
The electrified GranCabrio isn’t perfect; see the drive mode calibration, brake, and steering notes mentioned above. However, in the areas in which you’d want a convertible grand tourer to excel, it’s the car that pushes the segment forward. While the Trofeo is still just as stunning to look at, complemented by a characterful V6 and agile handling, it’s the Folgore that nails the GT role best.
Thanks to its quick-charging 800-volt architecture, masterfully tuned suspension, and elegant style, the Folgore shows just how much of an improvement an electric grand tourer can be. It’s a car you can approach without skepticism because it’s clear that it’s been diligently engineered and dialed. Assuming you have access to reliable charging, the GranCabrio Folgore is not only the first electric offering in its class but one of the best products to come out of the Trident’s latest era.
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