AMG has derived a kind of magic from its blending of four-wheel drive, four-wheel steering, torque vectoring and chassis electronics in this car. The GT63 is not as nimble as the two-seat GT but this really is the sweeter car of the two to drive and seems more within itself and in command of its capacities at any speed.
Although the suspension is switchable through three levels of firmness, they’re closely grouped and the fundamental set-up is juicily pliant. At the same time, there is a telling absence of roll or pitch for a car of such mighty dimensions, and what movements do occur are closely and quickly checked.
This provides a solid base for the steering – quickly geared, at just 1.8 turns lock to lock, and well weighted – to operate at its best. It alters the car’s course swiftly but with a natural feel and without any nervousness off centre. Undoubtedly, the four-wheel steering helps to keep the car on line at times, although you’d never know a process so sophisticated was operating behind the scenes.
Off-camber crests barely trouble this chassis, and with the suspension in Comfort and the powertrain fully dialled up, it will carve securely along all but the smallest B-roads. Very few cars this size impart such confidence.
It’s a confidence that will, soon enough, have more experienced drivers going deeper into corners and harder out of them. Indeed, the GT63 is a difficult car to over-drive because it generates tremendous grip and traction, communicates its limits superbly and is inclined to oversteer neatly and predictably when those limits are breached and its driver aids deactivated. It exhibits the handling adjustability of a considerably lighter, simpler car and its mass seems to sit palpably closer to the road than in any of the traditional super-saloon cohort. The upshot is a drive as scintillating as it is benign.
You would expect any AMG to acquit itself at least reasonably well on track, and although it is hardly a track-day car, so it proved when the GT63 took to the Dunlop circuit at MIRA. In fact, the lap time this car set was right up there with far more serious machinery and it comfortably outpaced the Bentley Continental GT we tested in almost identical conditions last year.
The AMG’s cast-iron brakes did wilt after just three rounds, with the car’s road-spec Michelin Pilot Sport 4S tyres quickly following suit, but it ultimately went three seconds quicker than the car from Crewe.