The AMG models from Mercedes have typically been raucous, brutish powerhouses. Their presence was commonly marked by sliding antics or billowing clouds of tire smoke.
Yet, the atmosphere at AMG is evolving as they embrace the era of electrification. The latest AMG creations are refined power tools that discourage clumsy operation. The electrified 2025 Mercedes-Benz AMG GLC 63 S E Performance symbolizes this high-precision driving era, slated to debut in the United States in the latter half of 2024.
After commandeering an early version Euro-spec GLC 63 S E Performance (hereinafter referred to as the GLC 63 S) in Barcelona, Spain, I find myself reminiscing about the V-8, somewhat enamored with this hybrid interlude, and partly eager to leap into the all-electric future.
2025 Mercedes-Benz AMG GLC 63 S E Performance
GLC bids farewell to V-8, says hello to entangled hybrid turbo-4. The venerable twin-turbo V-8 is no more. Rest in peace. Nestled within the confines of the GLC 63 S is a 2.0-liter turbo-4 delivering 469 hp and 404 lb-ft of torque, coupled to a 9-speed automatic gearbox with a wet clutch. This turbocharger initially springs into action using the high-voltage battery’s 400-volt setup, before exhaust gasses continue the momentum. This is pure Formula 1 wizardry. Additionally, a 201-hp electric motor is integrated in the rear with a 2-speed gearbox and a limited-slip diff in a consolidated unit. This motor derives its power from a 6.1-kwh battery courtesy of the magicians at AMG. It’s the identical propulsion system utilized in the C 63 S E Performance sedan.
Cumulatively, the power system generates an impressive 671 hp and 752 lb-ft. The sheer force of this output will be apparent momentarily.
2025 Mercedes-Benz AMG GLC 63 S E Performance
Activating the ignition button on the GLC 63 S’s control panel awakens the 12.3-inch digital gauge display and the 11.9-inch touchscreen, and aside from some audible whirring from the drivetrain’s fans, its operational status remains stealthy.
Gliding out of the lodging’s car park in Comfort mode with the battery nearly at full capacity, the combustion engine remains dormant. The GLC emits a soft ambiance akin to the sound of Starship Enterprise from an external speaker. This harmonizes with the gauge cluster’s Sport mode aesthetic, showcasing streaks of light flanking the speedometer, evoking the sensation of hyperspace velocity.
Depressing the throttle three-quarters of the way suddenly awakens the turbo-4, which responds with vigorous spooling. Turbo lag is obsolete. Oh dear. Brakes, now! We’re in the heart of the city.
Venturing onto the expressway, flooring the accelerator surpasses a subtle barrier at about 90% depression. Thereupon, the potent surge of 671 hp and 752 lb-ft propels the matte silver AMG ahead, and I swiftly concede, “A Spanish jail doesn’t beckon me.” I decelerate, but the vehicle’s acceleration is undeniably rapid. Mercedes claims a sprint from 0-60 mph in 3.4 seconds and a regulated peak speed of 171 mph. My instincts suggest their 0-60 mph assertion rings true, prudently refraining from challenging the maximum velocity.
Calmly cruising on the highway in Comfort mode, the GLC 63 remains subdued even with the turbo-4 hum resonating subtly. Apart from some minimal noise from the grippy Michelin Pilot Sport 4S tires, the surface glides smoother than the more rugged terrain back in America. Scant wind noise infiltrates the cabin, with the adaptable dampers and the air suspension contributing to serenity on board.
Deviate off the motorway onto narrow country lanes, I twist the dial on the steering wheel to Sport mode. The gearbox swiftly downshifts and stiffens the suspension. Now with its demeanor swiftly altered, the silver AMG is primed for corner-carving maneuvers, but my patience wears thin. After navigating a few bends, I’m confronted with a diminutive white vehicle not adhering to the speed mandate—clearly intolerable.
Elevating the drive mode selector to Sport+, the drivetrain dials up to nine, saving eleven for Race mode, which seems excessive just to overtake a compact car on a country thoroughfare. The overtaking maneuver is swiftly executed, and the GLC’s steering resonates with my expectations. It’s accurate, well-balanced, and communicates adeptly without being overly chatty.
Mercedes employs an array of techniques to ensure the GLC 63 S E Performance stays nimble. Rear-wheel steering comes as standard. When traveling under 62 mph, the rear wheels pivot…In the inverse direction, at sub-2.5-degree speeds, the rear wheels counter-steer, whereas surpassing that threshold, they align with the forward wheels to a maximum of 0.7 degree. This, in conjunction with AMG’s calibration of the active dampers, pneumatic suspension, and the electronics-stabilized anti-roll bars that adapt in real-time to counteract body roll, enables this substantial vehicle to navigate curves with notable poise.
While Mercedes has yet to disclose its weight, it is unquestionably not featherlight. Assuredly exceeding the 4,654-pound weight of the C63 S E Performance, which itself was 780 pounds heavier than its V-8 predecessor. Anticipate a comparable increase once the definitive specifications are made public.
GLC 63 S E Performance is complex
The car’s weakest link in dynamics may be its braking system. It melds regenerative and friction braking constantly, and its response feels inadequate. The brake pedal action is linear in force and halting adequacy, yet I detect no aggressive grip at any position along its course. It conveys a numb sensation that hampers confidence-building despite the system’s potency. Standard braking elements include 15.4-inch rotors at the front, 14.6-inch at the back, coupled with 6-piston stationary calipers upfront and single-piston sliding calipers at the rear.
Carbon-ceramic brakes will later be available as an upgrade, which could rectify the issue depending on how they’re tuned.
Adjusting the levels of regenerative braking on the GLC 63 didn’t come intuitively during my first drive. Hours later, upon inquiring AMG’s Director of Vehicle Development Steffen Jastrow, he revealed the method by tapping the diminutive circular screen on the steering-wheel’s driving mode dial, shifting the display from the current mode to a battery icon encircled by an arrow. The function of this screen as a button was not immediately apparent to me.
When I set out to experiment with the regenerative braking system, Steffen cautions, “the battery is nearly full, negating the possibility to engage level four. It’s already charged to capacity.”
I engage the EL mode for electric driving. The sci-fi-like auditory effect returns. Depress the throttle completely, even in this mode, and the engine will ignite. The turbo-4 sounds…adequate. It has a rough tone in line with the AMG image. I manage to deplete the battery down mid-way, now allowing me to boost regen to level four—in actuality, it is denoted level three on the display, since AMG peculiarly counts 0 as the initial level, which I find perplexing and not straightforward.
Steffen claimed level four would allow for one-pedal operation. It does not. The resistance from the regenerative braking becomes distinguishable, decelerating the GLC as if the brakes were lightly applied, but stopping short of bringing it to a halt. It slows down to 3 mph and continues to creep forward. Level 0 applies no additional resistance, whereas Level 1 is subtle. This level might be the preferred default for most, as it promotes quicker battery recharge without impacting routine driving. Levels 2 and 3 introduce an ambiguous intermediate state that seems illogical.
GLC 63 S E Performance favors performance over energy conservation
Though the battery capacity is known, Mercedes is reticent to provide details on the charging duration for the GLC 63 S E Performance. With a 6.1-kwh battery pack, it should not be extensive on a Level 2 240-volt supply.
However, this battery size places a notable constraint on the distance the GLC can traverse using electric power alone before the combustion engine activates. Steffen mentions the Euro-spec vehicles we test-drove claim a pure electric range of 12 km, about 7.5 miles, under the European WLTP assessment, which is more lenient compared to the U.S.’s EPA cycle. The range might drop to approximately 5 miles under American conditions.
The system prefers to maintain the charge within the 20% to 95% domain. In exceptional circumstances, especially while idle in carparks, the battery can drain to as low as 10% but never under. Steffen explains that this strategy ensures maximum power is always available for sudden acceleration. Beyond 95%, the system diverts excess energy to the rear motor as a means to provide capacity for energy recovery during braking.
The GLC 63 S E Performance AMG Enhances the Cabin
The cabin of the GLC 63 S E Performance, from the B-pillar towards the front, has been virtually transplanted from the C-Class sedan. Behind the B-pillars, it’s a GLC, adorned with superior materials. In the driver’s area, there are a pair of athletic bucket seats featuring electronically-operated bolster support providing extra comfort for the sides. I fit in quite nicely with my medium stature. The materials range from nappa leather to suede, lustrous piano black plastics, silver accents, and/or carbon fiber options. It’s an inviting space that screams quality and sportiness, though the glossy black plastics are prone to scratching. The digital display bears unique AMG graphics, yet they’ll seem familiar, as will most of the interface, to those acquainted with recent offerings from Mercedes.
Mercedes has yet to disclose the actual price tag for the 2022 GLC 63 S E Performance, but one should anticipate an uptick from the previous model’s $85,000 due to the costly nature of the power unit. Formula 1 technology doesn’t come at a bargain.
Throughout my experience with the GLC 63 S Performance, mixtures of thoughts have passed through my mind. Predominantly I considered, “this is incredibly fantastic yet also exceedingly complex.” That led to a longing for the past, pondering, “I actually miss the V-8,” which was quickly followed by “why not move directly towards a fully electric future?” The future may be uncertain, but currently, this intermediate stage is quite enjoyable.
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