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 the Gran Turismo for a man and a woman.
Almost all controls, screens, menus and graphics come from Mercedes’ deep container, with touchpoints, logic and capabilities little different from those of a Maybach EQS electric limousine, that the GT 63 is a low-speed weapon, not an SUV deluxe. sheath. Familiar, with another intention.
Positioned very near to front-mid-ships is AMG’s 4-liter twin-turbo V8, assembled by a single man at a series of workstations, the builder carefully choosing each part for ideal fit, resulting in the equivalent of a German custom hot rod engine—it gets no better than this.
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 those who have recently arrived in this blessed country of wonderful power.
At the most sensible of the mountain on a bloodless sunny morning. The AMG GT has vintage European Gran Turismo proportions. Array. . [ ] Thanks to its well-packaged V8 and all-wheel-drive system, it also has a short hood, which is helping immensely when striking the automobile in corners. Note that maximum force is to be had between 5,500 and 6,500 rpm, so the transition between torque and force is perfect. Well-scripted turbos are a joy to behold.
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.
I went back down the mountain. Here in Greater Los Angeles, the ideal INDIVIDUAL setting is COMFORT so that the suspension gently absorbs the brutal impacts of LA’s notoriously depressing rides, saving your kidneys and back from bruises. SPORT or SPORT for the powertrain provides a competitive look that responds to idler gear changes.
The GT 63 variant of the Mercedes 9-speed features AMG scripts for quick and elegant shifts, adding automated and accurate throttle strokes on downshifts. Thanks to 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 ancient past.
The 4. 0-liter twin-turbo V8 is assembled by a single man who can take the car and manipulate each component as he works from the engine block up, installing the crank into the bearings, the pistons into the cylinders, etc. You can’t ask for a bigger engine build than this, making AMG the absolute equivalent of any other high-performance automaker. The turbos are located at the top, in the V of the engine. Although V12s make glorious sounds, they are long and not as tightly packaged as a V8. A high-performance turbo V8 remains the most productive strategy for most front-engine 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 engine manufacturer of the control car. Hammer, this engine sounds amazing, it increases sensations and adrenal glands. Symphonic.
In COMFORT mode, the suspension remains taut, but soft enough to handle the dismal pavements of downtown Los Angeles’ busy freeways, 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 dialArray. . [ ] to replace calibration. For those who live in Los Angeles, the INDIVIDUAL setup is most productive with SPORT for the powertrain and with COMFORT or SPORT for the suspension.
To make GT 63 details even easier, check the option box for the front hitch, and even my own driveway wouldn’t possibly scratch the GT 63’s chin. Consider this mandatory option.
22 Beautifully carved. Notice the teardrop-shaped arch 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 in the crowded center console, AMG can simply fit a push-me/pull-me for the optional front lift. As it stands, you press a button on the back of the stack to call up an on-screen menu, then tap an icon on the screen, then tap a graphical car symbol to raise the front, prompting you to close it. the eyes The road and the valuable seconds. AMG’s counterargument is a spark on the touchscreen that appears and asks if it needs to search for a location on the GPS map and thus automatically interact with the front elevator. But this does not address the challenge of abrupt and unforeseen inputs.
On a remote mountain road, SPORT or even SPORT proves more productive in any context, and suddenly you get on a tiger, a really ferocious animal. Honestly, using all the possibilities of this vehicle on the road will be complicated and it will cost you to be a danger to your license.
The AMG GT 63 features a smoked glass sunroof that offers a credible moonlight driving option for those who also need a steel roof on top. Of note are the giant cross members, specifically at the rear, which provide a very rigid frame layout in a vehicle with a hatchback-type 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 ride height, the seating position is upright, best for driver and navigator. A true Gran Turismo places the driver in an upright position that is comfortable over long distances and also allows perfect vision. The GT 63 offers unobstructed views to the front, sides and rear. The satin trim on the center console is great, but it can reflect in the bright California sun. A less reflective trim may be a smart choice.
No matter what the spec lackeys say about a car that barely hits 60 mph in 3. 1 seconds, the GT 63 proved to be as ferocious and exhilarating as any GT-powered car available before it, be it German, Italian or English. .
Given my addiction to acceleration, to violent pushes, it is curious to think that driving a GT 63 feeds the preference for giving flavor to the AMG GT 43 with its very complicated 4-cylinder turbo, a less harsh car but that will also be much less harsh. . to make it bigger and exploit it completely. And, of course, Mercedes-AMG’s GT 63 S E Hybrid, which, with a wink and a wink, may just be a 21st-century hybrid hypercar, cousin to the 1950s Uhlenhaut coupe.
The V8’s rat-a-tat-tat sound is especially pronounced at low revs, transforming into a forceful, almost violent tenor howl at high revs. It makes noise at low revs. More strident and assertive in SPORT and SPORT+ environments. He sings German opera perfectly at high revs. For older kids like me, the force produced by the engine is perfectly understandable. Even with all that big turbo torque at low revs, it still delivers power in a familiar, linear way. It is understandable that the strength increases. The main difference is that in the old days there was not this combination of massive low-end torque and maximum force. The movement of torque to push between 5,000 and 5,500 rpm is fantastic. You never lack intelligent strength.
Performance-oriented demonstrate choice. As rpm increases, the red soft moves outward until one of the soft accessories deploys. [ ] reaches the redline. Okay, it’s a video game console touch.
And the GT 63 is a complete car, not just a acceleration sled or a tool for top-speed braggarts. GT 63 is a flexible athlete. Any car that gets to 60 in less than three and a half moments is a great car, and an increase of two or three tenths of a moment is another world. The brushing compared to the 3-decker is enough to make maximum passengers scream, moan or cry. Most civilians panic when interacting in such a drag race.
The suspension is AMG multi-link, with forged aluminum steering knuckles, wheel supports and arms to reduce weight. The AMG GT 63 features an active RideArray that uses a hydraulic formula to upgrade traditional torsion springs. Also adaptive and interconnected shock absorbers (buffers).
AMG’s SL 63 remains my most beloved car of the current generation, a gentleman’s sport-tourer that allows for the very best en plein air moonlight drives combined with an elegant presence. The Maybach SL 680 variant is another gorgeous piece of equipment. GT 63 is SL 63’s more muscular, more sharply focused brother, sharing many of the same components. Both are handsome classical sculpture, avoiding the teenage fever dream video game designs of most mid-engine supercars and hypercars. Both AMG SL and GT are cars for grown men.
The test car had more sumptuous front seats and two leather-wrapped emergency seats that could only accommodate comfortable luggage or four-foot-tall children. This same car will also be delivered with track-facing seats and a rear shelf. To see? I really had it: There’s my Brooks Brothers backpack from the ’90s, which has traveled a lot.
After years of Mercedes-AMG triumph in Formula 1, the complete integration of the once independent AMG tuning space as a Mercedes-Benz functionality department, the production of the AMG One hypercar, which is actually a Formula 1 car for the road and the variety of one: partial access to the full diversity of Mercedes subsystems shown, Mercedes-AMG is now a full-fledged manufacturer of high-functional cars equivalent to the other two major sports and GT, one in the rear. of a street in Stuttgart and another located south of the Alps. And Mercedes’ unrivaled history of high-performance vehicles and motorsport success 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, if not 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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