2025 Mercedes-AMG GT55 | UK Review

If you want a V8 in a GT but not several hundred horsepower, might the 55 fit the bill?

By Matt Bird / Thursday, 8 May 2025 / Loading comments

If imitation really is the sincerest form of flattery, there must be some faces blushing on the Porsche side of Stuttgart. Having retired the idea of a rear-wheel drive, transaxled sports car in place of a 2+2 with a cushy auto and, in most models, four-wheel drive, Mercedes-AMG is now going all out on its Porsche 911 copycatting. By offering a model for just about everybody. There’s a track focused one, a wildly powerful flagship (that incorporates PHEV technology), a brace of familiar nameplates, a convertible - in the form of the SL - and even the 2.0-litre GT 43. Suffice it to say that those that like the idea of an AMG GT in 2025 will find a variant that tickles their pickle, from the 381hp four-cylinder all the way to an electrified V8 with more than twice that output.

So much like the rear-engined Porsche icon, there’s a lot of AMG GT to get your head around these days. But the 55, tested here in the UK for the first time, is perhaps the model that holds the most interest. As the name suggests, it has a V8, the venerable 4.0-litre twin turbo, but here in a relatively modest state of tune - just the 476hp. While ‘modest’ and ‘476hp’ aren’t often found in the same sentence, that is just 55hp more than found in an A45. And 0-62mph in 3.9 seconds is borderline laggardly in the era of the super EV. But for those of us as bothered by the experience as the raw stats, the promise of V8 theatre without unusably wild acceleration sounds quite nice. And it keeps the GT, in list price at least, below £150,000. That feels like quite an important threshold.

It says something of the AMG’s kerb appeal that the engine really is a secondary concern when presented with a GT. A 2.0-litre would most certainly do the job if the main objective is looking good, the AMG two-door chiselled, handsome, and - perhaps just as crucially - not another Porsche 911 that someone thinks is interesting because it’s Aventurine Green. Having a long nose and a short rump clearly isn’t a new sports car recipe, but it’s been honed really nicely here. The Benz is leaner and meaner than something like a Continental GT, a whole heap more desirable (to these eyes) than a Maserati GranTurismo and, if not quite in the same league as an Aston DB12 for sheer want-one desirability, not very far off either.

Naturally, this wouldn’t be a modern Mercedes review without mention of the interior. While some will still be aghast at the presence of such a large screen (a 911 doesn’t have to share its interior look with a £50k saloon, notably), Mercedes UX does work pretty well with a bit of familiarity. A suave leather colour works wonders for the ambience, and this GT cabin feels well screwed together too. Alright, the paddles could be nicer. But, overall, it’s a nice interior to be a part of, ensconced by dash with your bum low.

If a lot of the feel-good vibes of the GT could be shared between 2.0-litre and 4.0-litre models, starting up the latter will do most of the convincing that it’s worth the extra. Even in more muted form than ever before, this V8 sounds expensive, powerful and thrilling in a way that no four-cylinder could. Perhaps just as crucially, the 55 booms into life just as a more expensive variant might. More theatrically, in fact, given a 63 E Performance will often come to life in electric.

This 55 gives up well over 300hp to the PHEV, however, which makes mincemeat of a 200kg weight difference when it comes to raw speed. This weighs the same frankly astonishing 2,120kg (EU) as a 585hp ‘63, too, so can’t boast the same indefatigable strength of acceleration. But you know what? It’s more than enough. And actually, in a less potent state of tune than in cars like the Aston DB12, the 4.0-litre feels keener, zestier and more responsive than when the boost is bumped.

There’s still some lag, and it wants a couple of thousand on the tacho before getting to work, but with less of a whack in the back when it comes, the V8 actually seems a little more energetic despite less power. That impression may well be helped by the best installation yet of this nine-speed auto, with clever logic left in auto and a willingness to permit downshifts that’ll register almost 7,000rpm. A third gear that’s done by 80mph makes the ‘55 feel more than accelerative enough, too. Realistically, few will crave any more performance.

This being 2025, the sounds heard inside a GT55 probably aren’t the most natural. That being said, it always seems convincingly V8 enough - even if the overrun crackles feel very contrived - and nicer to listen to than any current Porsche flat six (other than those that go to 9,000rpm). Maybe the rumbles and growls and burps are a tad synthetic, but they’re pretty good as this sort of thing goes. When that great prow rises ahead, the rear squats down and the gearbox is firing through upchanges, it all feels very AMG V8 from the driver’s seat.

Even to a car writer more familiar than most with crazy car kerb weights, the 55’s comes as a shock. Partly because it’s hard to get your head around a two-door, two-tonne AMG GT, but mainly because it really, truthfully drives like a car that weighs hundreds of kilos less. The damping of the AMG Ride Control really is exceptional, managing mass adroitly whatever the scenario. Comfort suits for most situations, though just occasionally you can feel the body get away a tad; Sport tacks those movements down more convincingly. Even Sport+ and Race don’t entirely abandon ride comfort, while introducing additional discipline.

Furthermore, while it sounds silly to say about a twin-turbo, 4WD Mercedes that weighs so much, it’s a relatively simple GT by the standards of the range. The sensation of the four-wheel steering and the brake pedal is nicer than in the hybrid E Performance, the former in particular probably Merc’s best installation yet. It’s still a little spooky at low speed, then really reassuring at more GT-appropriate velocities.

The entire experience is a supremely enjoyable one, in fact, especially so given you aren’t accidentally doing 110mph all the time. As may happen in many more potent sports cars, hybridised 911 included. Obviously this isn’t a delicate, tactile two-door V8, but with a little more feel and a little more flow than the all-conquering hybrid it’s a really nice drive. And seriously capable, too, absorbing bumps and consuming direction changes with aplomb. If large, too; the GT never feels anything approaching unwieldy or cumbersome.

It certainly cruises more calmly than a Carrera despite similarly broad 305-section rear tyres, which must count for something, even if - you knew this bit was coming - the AMG can’t quite match the Porsche for outright poise and precision. There isn’t quite the same stability and confidence under braking, presumably a tell of the weight, while a strange bit of fight from the front end under power can undermine the entertainment. The seamlessness and cohesion of a Porsche, be that how a 4WD system apportions power or how a steering rear axle is incorporated, isn’t quite here. Really close, but not quite.

Nevertheless, the AMG GT remains properly persuasive in 55 form. It’s fast, it sounds good, it drives really nicely in all situations and it looks a million dollars. A quick blast isn’t enough to properly assess its everyday credentials, whether those rear seats really are of any use and if 20mpg is merely hopeful or pure fantasy, but there’s a really smart blend of Mercedes plushness and AMG purpose here. If a 911 isn’t for you, this currently (and comfortably) feels like the best of the alternatives. Even if you’re plumping for the Porsche, have a go in the AMG first. Just to be sure. It really is that good.

SPECIFICATION | 2025 MERCEDES-AMG GT 55 4MATIC+ PREMIUM PLUS

Engine: 3,982cc, twin-turbo V8
Transmission: 9-speed auto, four-wheel drive
Power (hp): 476@6,500rpm
Torque (lb ft): 516@ 2,250-5,000rpm
0-62mph: 3.9 seconds
Top speed: 183mph
Weight: 2,120kg (EU)
MPG: 20.2 (WLTP)
CO2: 319g/km (WLTP)
Price: £148,300 (price as standard; price as tested £151,210, comprising 21-inch AMG forged alloy wheels for £410 and Driving Assistance Package for £2,500)