2025 Mercedes-Benz AMG GT 63 S E Will Give Impressive Performance

Vroom! The V-8 engine and electric motor combine to deliver instant, powerful acceleration. The Michelin Pilot Sport S 5 tires grip firmly at all four corners, pushing me back into the well-crafted and supportive sport seat, as the car accelerates swiftly in a manner that closely matches the 2.7 seconds Mercedes claims for its high-performance plug-in hybrid.

I have just encountered the fastest Mercedes ever, made possible by a seamless integration of gasoline and electric power.

Nonetheless, the route chosen by Mercedes for the majority of the media drive, spanning from AMG headquarters in Affalterbach to Lake Konstanz, is enlightening. The route comprises short bursts on the Autobahn, scarce sharp turns, and gently winding countryside roads. This may be the most potent car in the company’s priciest sports car lineup, but Mercedes omits any track sessions or extended mountain road stretches, presumably due to the vehicle’s excessive weight.

The novel coupe’s plug-in hybrid setup adds approximately 500 pounds to a car that has gained an extra 600 pounds in its second iteration. It transforms the GT from a sports car to a grand tourer, albeit an incredibly potent one. Still luxurious, but lacking the finesse for the track.

Mercedes AMG GT 63 S E Performance: Overflowing with Power

The advanced plug-in hybrid system, shared with the S-Class and AMG GT 4-Door Coupe, is a marvel of technology. It mates the brand’s well-known twin-turbo 4.0-liter V-8 with a rear-mounted electric motor. The engine churns out 603 hp between 5,750-6,750 rpm and 627 lb-ft of torque from 2,500-4,500 rpm. The motor generates 201 hp and 236 lb-ft. In total, the engine and motor combine to produce an extraordinary 805 hp and 1,047 lb-ft.

Mercedes integrates the two power sources seamlessly. Acceleration is smooth and depends on the pedal input, with no jarring transitions of power between the two systems. Along with the familiar deep growl of the Mercedes V-8, there’s another sound: the somewhat eerie synthetic whir of the rear motor. At full throttle, it mimics a spaceship landing during an intense World War II scenario.

A few exhilarating runs on the Autobahn demonstrate that the power remains consistent at high speeds. After waiting for the traffic to clear, I press the throttle deeply. The speed quickly climbs: 200, 220, 240, 250, 260…263 km/h. My exit approaches rapidly, forcing me to ease off, but I’ve reached 163 mph with a stable feel and plenty more available. Another journalist reaches 192 mph (a brave move, in my opinion), and the car’s top speed is 199 mph.

The complex plug-in hybrid system is situated at the rear axle along with other performance components. While the engine’s power passes through a 9-speed AMG Speedshift MCT transmission with a wet clutch, the rear motor’s power goes through an integrated 2-speed transmission and a limited-slip differential. The rear transmission can rev up to 12,500 rpm before shifting gears, and this can occur between 43-87 mph.

Both the engine and the rear motor can drive the front wheels simultaneously, as they rotate the driveshaft in sync. The center differential then determines the power distribution to the front wheels.

A 6.1-kwh (4.8-kwh usable) battery is positioned above the rear axle to power the motor, further complicating the rear assembly with the addition of a rear-wheel-steering system.

Mercedes AMG GT 63 S E Performance: Electrifying Performance

Navigating through Germany’s charming small towns provides the ideal setting to test the EL electric mode. Solely powered by the motor, the AMG GT 63 S E Performance isn’t as rapid as when assisted by the engine, but it’s quicker than many other plug-in hybrids. The rear motor can sustainably provide 94 hp and deliver its 201 hp bursts when required by the driver pressing the throttle beyond a certain point. It offers enough power to keep pace with traffic in most scenarios and reach highway speeds. While passing on the highway is feasible, it requires a vacant lane and cautious planning.

The occasional bursts of maximum electric power are especially beneficial when coupled with engine power on a racetrack, for a Race Start, or during high-speed Autobahn runs. On a track, the full power is accessible on long straights, and the Mercedes Track App can sync with the track to determine the optimal times for utilizing the full power.

The 400-volt battery is designed to withstand these rapid bursts. Drawing from Formula 1 technology, each of its 560 cells is liquid-cooled to maintain optimal operating temperatures.

it close to its optimal operating temperature of 113 degrees Fahrenheit. This allows the battery to deliver power promptly and recuperate it quite swiftly as well.

The compact battery offers approximately eight miles of electric driving range on the more forgiving European WLTP cycle, which could translate to about five or six miles on the EPA cycle. Nonetheless, this does not imply that the battery readily depletes its charge. The EL mode may start to deplete it, but not entirely, and switching to the other modes will replenish it, assisted by four levels of regen that peak at 0.3 g of regenerative braking that does not entirely halt the vehicle. Throughout my test drive, a single electric run diminishes the battery to 25%, yet transitioning between Sport and Sport+ modes elevates it back to 63% after roughly an hour as I alternate between maximum and minimum regen. The battery is also capable of being charged at home through its 3.7-kw onboard AC charger.

An Individual driving mode enables drivers to extract the utmost performance from the car while driving on electricity instead of solely aiming for fuel efficiency. For instance, the driver can opt for the Sport or Sport+ configurations for the suspension and relax the constraints of the stability control by selecting the Pro or Master configurations of the AMG Dynamics stability control system. Moreover, a louder or softer artificial sound can be selected, and the traction control can be deactivated.

Mercedes AMG GT 63 S E Performance: Accurate yet bulky

Monetary considerations are one of the reasons the second-generation AMG GT carries more weight than its predecessor. This time, Mercedes has merged the SL and GT lineups onto a common platform, with the GT functioning as the coupe and the SL as the convertible. This decision retains both vehicles in the lineup, a decision we appreciate, while also enhancing the sportiness of the SL while adding weight to both models.

The evolution of the second-generation GT transitions from a two-seater with a rear transaxle to a more extended 2+2 model with the transmission relocated to the front. With its larger body, abundant luxury features, and plug-in hybrid system, the 2025 Mercedes AMG GT 63 S E Performance tips the scales somewhere beyond 4,600 pounds (official figures have not been released yet). Such weight is not ideal for optimal handling, yet Mercedes incorporates a plethora of performance components and advanced suspension technology, combined with meticulous suspension calibration, to impart agility.

The journey begins with a hydraulic-linked suspension, reminiscent of the McLaren 750S, to counteract body roll instead of traditional anti-roll bars. The virtual spring stiffness is determined by the hydraulic links and the pressure in the system’s pump. When cornering vigorously, the system stiffens up to minimize lean and maintain proper camber for swift turn-in response. Driving over uneven road surfaces in a straight line keeps the system relatively open to absorb bumps. The adaptive dampers feature two hydraulic connections, one for rebound and one for compression, allowing them to adapt to the spring rates. The rigidity can be adjusted through Comfort, Sport, and Sport+ modes.

Even in Sport+, the ride remains comfortable on Germany’s well-maintained roads. Throughout my duration in the car, I never switch to Comfort mode due to the ride comfort, although I would need to experience it on the roughest terrain in America to form a comprehensive judgment.

The rear axle houses an electronic limited-slip differential that ensures efficient power distribution to the rear wheels for maximum corner exit speed. Rear-wheel steering aids in maneuvering in parking lots and either sharpens the car’s turning radius in low-speed turns or stabilizes it during high-speed lane changes or aggressive cornering. The system can turn the rear tires 2.5 degrees opposite to the fronts, transitioning to steering with the fronts at 62 mph. Furthermore, it features a variable front steering ratio that is more responsive at lower speeds.

Active aerodynamics also contribute to the handling performance. An aero component on the underbody in front of the engine lowers by 1.6 inches at 50 mph to generate a venturi effect that enhances road adhesion and diminishes axle lift. The car is equipped with a retractable rear spoiler that activates in one of five positions starting at 50 mph to bolster stability or reduce drag, depending on the driving mode. An optional AMG Aerodynamics Package includes a fixed rear wing that generates 31 pounds of downforce at 155 mph.

On the twisty sections of Mercedes’ course, I realize that all these components effectively manage the GT’s heft, ensuring the car maintains a predominantly level posture under heavy braking and while attacking corners. The car responds swiftly with the brand’s characteristic quick, precise steering through a substantial wheel. It exhibits a willingness to rotate, attributed in part to an almost perfect 51:49 front-to-rear weight distribution buoyed by the extra weight on the rear axle. It clings tenaciously to the road surface riding on a substantial set of Michelin Pilot Sport S5 tires, 295/35R20 up front and 305/35R20 at the rear.

Braking performance is robust thanks to the standard carbon-ceramic brakes that reduce unsprung weight and enhance braking efficiency. These are the most substantial brakes ever fitted on a Mercedes vehicle, featuring 16.5-inch front rotors with 6-piston calipers and 15-inch rear rotors with single-piston calipers.

While the suspension provides exceptional control on public roads, the weight may present challenges on a track. It may induce understeer in sharp turns and place increased demands on the substantial brakes. Additionally, it may not exhibit the same eagerness to change direction and agility as its predecessor, which bore up to 1,100 fewer pounds on its well-balanced chassis.

The handling maestro of the GT lineup will undoubtedly be the recently announced AMG GT 63 Pro. This variant forgoes the plug-in hybrid system, boasting a V-8 engine that produces the same 603 hp as the plug-in hybrid model, both surpassing the standard AMG GT 63 model by 26 hp. As part of the package, it features the Aero package and is available with even grippier Michelin Pilot Sport Cup 2 tires. While I have yet to experience it firsthand, this test drive involves a passenger ride in the Pro model with acclaimed Mercedes racer, five-time DTM champion Bernd Schneider at the helm. In his exceedingly skilled hands, the AMG GT Pro seems to possess all the capabilities of the top-tier last-generation AMG GT, possibly even more.the race-oriented GT R. Confirming that conclusion will need a test drive or concrete proof on the racetrack.

Mercedes AMG GT 63 S E Performance: A lavish, sporty tub

A lowered seating position enhances the sporty sensation of any AMG GT. It feels like sinking into a tub, assuming you’re accustomed to a luxurious tub with leather and carbon-fiber interiors along with screens and intricate metal Burmester speaker accents. The multi-contour sports seats embrace me in just the right way without squeezing out the admittedly excessive padding.

The 11.9-inch central touchscreen allows me to monitor various hybrid- and AMG-specific vehicle functions. The AMG Performance display presents front and rear steering angles, real-time power distribution from the engine and motor, acceleration and braking percentages, damper forces, energy flow, and the electric drive unit’s temperature, among other data points.

This technology is complemented by numerous luxurious features, such as optional seat heating and cooling, two-tone nappa leather upholstery with diamond patterns and synthetic suede inserts, as well as the choice for tighter AMG Performance seats. An exclusive Manufaktur option extends the nappa leather to the armrests, door center panels, center console, and lower dashboard. Plush floor mats and illuminated side sills add an extra touch of opulence. Truly a luxurious bathing experience.

The rear seat in the AMG GT is as useful as in the Porsche 911. In other words, it’s not ideal for passengers, but it serves as a convenient spot for my backpack. Although it’s labeled as a coupe, the AMG GT is essentially a hatchback with a moderately sized rear storage area, slightly reduced due to the battery mounted above the rear axle.

The 2025 Mercedes-Benz AMG GT 63 S E Performance will arrive in the U.S. this autumn. Pricing details are yet to be disclosed, but anticipate it to be around $25,000 higher than the GT 63 model, estimated based on S-Class prices. With that additional cost, you’ll face a decision. Would you prefer to pay more for the fastest Mercedes ever, equipped with remarkable power and a short electric range for urban drives, or does the appeal of a more pure sports car—albeit with lesser horsepower—tempt you more? I am inclined towards the purer option, even though I doubt it could provide the same level of comfort as the AMG GT 63 S E Performance plug-in hybrid.

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