2025 Mercedes-Benz AMG GT 63 S E Performance prioritizes velocity greatly

• Supreme power is the focus of the 2025 Mercedes-Benz AMG GT 63 S E Performance
• The hybrid with a plug boasts 805 hp and 1,047 lb-ft, yet it is quite weighty
• Pricing remains undisclosed, however, anticipate a substantial sum exceeding $200,000 upon payment

Positioned between two farms adjacent to Mercedes’ testing facilities in Immendingen, Germany, I guide the 2025 Mercedes-Benz AMG GT 63 S E Performance to the edge of a rural road. With my foot on the brake pedal, I switch the steering wheel setting to Race mode, and then I accelerate. The 12.3-inch digital instrument cluster flashes “Race Start Ready,” and as I release the brake, the thrill begins.

Zing! The V-8 motor and electric motor merge to provide instant, booming power. The Michelin Pilot Sport S 5 tires find traction at all four ends, my back arches as my body is pushed back into the well-cushioned and well-molded sport seat, and the vehicle propels forward, much like the 2.7 seconds Mercedes states for its performance plug-in hybrid.

I have just encountered the fastest Mercedes yet, brought forth through a seamless fusion of gasoline and electric power.

Nevertheless, the winding path from AMG headquarters in Affalterbach to Lake Konstanz that Mercedes has chosen for the majority of the media drive is significant. The expedition includes brief bursts on the Autobahn, scarce sharp bends, and gently curving country roads. While this may be the mightiest vehicle in the brand’s priciest sports car lineup, Mercedes does not include any track session or extended mountain road stretches, presumably due to the car’s sheer heft.

The fresh coupe’s hybrid system with a plug adds roughly 500 pounds to a vehicle that has gained 600 pounds in its second iteration. It transforms the GT from a sports vehicle to a grand cruiser, albeit an immensely potent one. Still luxurious, but lacking in track precision.

Mercedes AMG GT 63 S E Performance: Abundance of Power

The hybrid system is a technological wonder that also propels the S-Class and AMG GT 4-Door Coupe. It marries the brand’s renowned twin-turbo 4.0-liter V-8 with a rear-mounted electric motor that is continuously excited synchronously. The motor delivers 201 hp and 236 lb-ft, whereas the engine generates 603 hp from 5,750-6,750 rpm and 627 lb-ft of torque from 2,500-4,500 rpm. Together, the engine and motor unleash an astonishing 805 hp and 1,047 lb-ft.

Mercedes blends the two propulsion units seamlessly. Acceleration is foreseeable based on the pedal placement, with no abrupt transitions of power from one system to another. While the familiar guttural growl of the Mercedes V-8 accompanies the power, another sound emerges: the eerie synthetic whir of the rear motor. At full throttle, it echoes a spaceship landing amidst a fierce World War II mortar clash.

A couple of high-speed runs on the Autobahn demonstrate that power remains steadfast at elevated velocities. I wait for the traffic to dissipate before thoroughly depressing the accelerator. The digits swiftly climb: 200, 220, 240, 250, 260…263 km/h. My exit arrives swiftly, prompting me to ease off, yet I manage 163 mph with unwavering stability and plenty more power in reserve. Another journalist reaches 192 mph (a feat I consider exceptionally daring), and this vehicle can peak at 199 mph.

The hybrid system is situated on the rear axle in a fairly intricate setup shared with other high-performance components. While the engine’s power traverses through a 9-speed AMG Speedshift MCT transmission with a wet clutch, the power from the rear motor is routed via an integrated 2-speed gearbox and a limited-slip differential. The rear gearbox can rev up to 12,500 rpm before shifting gears, which may happen between speeds of 43-87 mph.

Both the engine and the rear motor can propel the front wheels, with both energy sources rotating the driveshaft uniformly. Subsequently, the center differential determines the distribution of power to the front.

Amidst the rear axle rests a 6.1-kWh (4.8-kWh usable) battery to energize the motor, adding to the complexity of the entire rear assembly, coupled with the inclusion of a rear-wheel-steering system.

Mercedes AMG GT 63 S E Performance: Electrifying Performance

Navigating through some of Germany’s quaint villages appears to be an apt moment to experiment with the EL electric mode. Solely powered by the motor, the AMG GT 63 S E Performance isn’t as swift as with the engine’s assistance, yet it outpaces numerous other plug-in hybrids. The rear motor can provide a continuous 94 hp and unleash its 201 hp bursts when necessary, triggered when the driver presses the throttle beyond a detent at the pedal’s maximum extension. It furnishes adequate power to merge with traffic in nearly every scenario and reach freeway speeds. Overtaking on the highway is feasible, albeit it’s precarious enough to require an empty lane and strategic planning.

The bursts of maximum electric power are chiefly required when coupled with engine power on a racetrack, for a Race Start, or during those Autobahn accelerations. In a track setting, the full power will be accessible for employment on lengthy straights, and the Mercedes Track App can synchronize the car to a track and ascertain the optimum moments for full power.

The 400-volt battery is engineered to endure these rapid surges. Borrowing from F1 technology, each of its 560 cells is fluid-cooled.to maintain it at its optimal operating temperature of 113 degrees Fahrenheit. This enables the battery to deliver power rapidly and recover it just as quickly.

The petite battery offers an approximate range of eight miles when driven on the more relaxed European WLTP cycle, which translates to about five or six miles on the EPA cycle. Nonetheless, this does not imply that the battery depletes easily. The EL mode will start to use it up, though not entirely, and switching to the other modes will replenish it. This is aided by four stages of regen that peaks at 0.3 g of regenerative braking, which does not bring the vehicle to a complete stop. On my journey, a single electric run drains the battery to 25%, but toggling between Sport and Sport+ modes boosts it back up to 63% after about an hour as I alternate between maximum and minimum regen. The battery can also be charged at home using its 3.7-kw onboard AC charger.

A Personalized drive mode empowers drivers to maximize the car’s performance while running on electricity rather than solely focusing on fuel efficiency. For example, drivers can select the Sport or Sport+ configurations for the suspension, relax the grip of stability control by opting for the Pro or Master settings of the AMG Dynamics stability control system, choose a more pronounced or subdued synthetic sound, and disable the traction control.

Mercedes AMG GT 63 S E Performance: Accurate yet substantial

One of the reasons the second-generation AMG GT is heavier than the first generation is budgetary constraints. This time, Mercedes has merged the SL and GT lineups onto a common platform, with the GT as the coupe and the SL as the convertible. This sustains the presence of both cars in the lineup, a move we appreciate, and it enhances the sportiness of the SL while augmenting the weight of both models.

The second-generation GT evolves from a two-seater with a rear transaxle to a lengthier 2+2 with the transmission relocated to the front. With its enlarged frame, abundant luxury amenities, and plug-in hybrid system, the 2025 Mercedes AMG GT 63 S E Performance tips the scales somewhere above 4,600 pounds (official figures pending). This excess weight is not optimal for optimal handling, but Mercedes employs an array of performance components and cutting-edge suspension technology, combined with sharp suspension calibration, to ensure nimble handling.

The process begins with a hydraulic-linked suspension akin to the McLaren 750S, which counteracts body roll without the need for anti-roll bars. The hydraulic connections and the pressure in the system’s pump determine the virtual spring stiffness. During aggressive cornering, the system stiffens to prevent lean and sustain the correct camber for swift turn-in response. On straight stretches over uneven roads, the system can remain mostly relaxed to absorb bumps. The adaptive dampers feature dual hydraulic connections for rebound and compression, enabling them to adapt to the spring rates. The stiffness levels are adjustable through Comfort, Sport, and Sport+ modes.

Even in Sport+, the ride quality remains comfortable on Germany’s well-maintained roads. Throughout my time in the vehicle, I never opt for Comfort mode due to the ride comfort, although I would need to test it on America’s diverse road surfaces before forming a comprehensive judgment.

The rear axle houses an electronic limited-slip differential that ensures optimal power distribution to the rear wheels for efficient corner exits at speed. Rear-wheel steering improves maneuverability in parking lots and sharpens the car’s responsiveness in low-speed corners or stabilizes it during high-speed lane changes and quick cornering. The system can turn the rear tires up to 2.5 degrees opposite of the fronts and switches to steering with the front wheels at 62 mph. It also boasts a variable front steering ratio that is quicker at lower speeds.

Active aerodynamics also contribute to 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 grip and reduces lift on the axle. Additionally, the car features a retractable rear spoiler that activates into one of five positions starting at 50 mph to enhance stability or minimize drag, depending on the selected drive mode. An optional AMG Aerodynamics Package includes a fixed rear wing that generates 31 pounds of downforce at 155 mph.

Navigating the twisty sections of Mercedes’ test route, I discover that all this cutting-edge technology effectively manages the GT’s weight, aiding in maintaining a relatively flat stance under heavy braking and during aggressive cornering. The car swiftly turns in with the brand’s trademark fast, precise steering through a substantial wheel. Thanks to a nearly perfect 51:49 front-to-rear weight distribution supported by the extra weight on the rear axle, the car eagerly rotates and firmly grips the pavement, riding on large Michelin Pilot Sport S5 tires, 295/35R20 at the front and 305/35R20 at the rear.

Braking performance is also exceptional thanks to the standard carbon-ceramic brakes, which reduce unsprung weight and enhance braking efficiency. These are the most substantial brakes ever fit to a Mercedes car, featuring 16.5-inch front rotors with 6-piston calipers and 15-inch rear rotors with single-piston calipers.

While the suspension delivers excellent control on public roads, the weight can pose challenges on a track. It may induce understeer in tight corners and place additional strain on the large brakes. The car may not feel as eager to change direction or as agile as the previous GT, which carried up to 1,100 fewer pounds on its finely balanced chassis.

The handling standout of the GT lineup will likely be the newly introduced AMG GT 63 Pro. This variant dispenses with the plug-in hybrid system and its V-8 engine produces the same 603 hp as the plug-in hybrid model, both exceeding the standard AMG GT 63 model by 26 hp. Equipped with the Aero package and offered with even stickier Michelin Pilot Sport Cup 2 tires, the GT 63 Pro promises exceptional performance. While I have yet to test drive it personally, this program does entail a ride-along experience in the Pro variant with the renowned Mercedes racer, five-time DTM champion Bernd Schneider, at the helm. In his expert hands, the AMG GT Pro showcases the full potential of the best attributes of the prior generation AMG GT, perhapseven the performance-oriented GT R. Confirming that decision will have to be postponed until the opportunity to get behind the wheel or concrete proof on the track clock.

Mercedes AMG GT 63 S E Performance: An elegant, luxurious vessel

The lowered seating position amplifies the dynamic sensation across any AMG GT. It feels akin to reclining in a luxurious tub, assuming you’re accustomed to a leather- and carbon-fiber-adorned tub featuring screens and intricately crafted Burmester speaker grilles. The multi-contour sport seats embrace me in just the right way without compressing the admittedly surplus cushioning out of me.

The 11.9-inch central touchscreen allows me to monitor various hybrid- and AMG-specific vehicle systems. The AMG Performance display presents information such as front and rear steering angles, real-time power distribution between the engine and motor, acceleration and braking percentages, damper forces, energy flow, and electric drive unit temperature, among other details.

This technological prowess is complemented by an array of lavish features, including optional seat heating and cooling, dual-tone nappa leather upholstery with diamond-stitched patterns and synthetic suede inserts, and the choice of more snug AMG Performance seats. An exclusive Manufaktur option extends the nappa leather covering to the armrests, inner door panels, central console, and lower dashboard. Plush carpeting and illuminated threshold sills introduce an additional layer of opulence. Truly a haven of luxury.

The rear seat in the AMG GT is about as practical as it is in the Porsche 911. In simple terms, it’s neither suitable for people nor animals, but it does serve as a convenient spot for my backpack. Despite being labeled a coupe, the AMG GT is essentially a hatchback featuring a reasonably spacious rear cargo area that sacrifices some cubic feet due to the battery placement above the rear axle.

The anticipated arrival of the 2025 Mercedes-Benz AMG GT 63 S E Performance in the U.S. this autumn. Pricing remains undisclosed, but a ballpark figure suggests it will be approximately $25,000 more than the GT 63 model, drawing on estimations from S-Class prices. With that premium, a choice awaits you. Are you willing to shell out more for the fastest Mercedes ever, boasting formidable power and a limited electric range tailored for city ventures, or does the allure of a purer sports car—albeit with lesser power—hold greater appeal? My preference leans towards the purer alternative, even though I question whether it can provide the same level of comfort as the AMG GT 63 S E Performance plug-in hybrid.

Travel and accommodation expenses for Motor Authority’s coverage were covered by Mercedes-Benz to deliver this firsthand account.