The 2025 Mercedes-AMG GT63S E Performance Coupe is a freight train. The sheer power of its twin-turbocharged 4.0-liter V8 and rear-mounted electric motor towed a small building, changing the direction in which the earth rotates, and she such a car can access the power that a 17th-century king could dream of, but to make the most of it, you need to be a large geek. It has made so much modern and technological progress that it can be used for a wide range of applications. This is a car for the type of person who sees an f1 driver fiddling with various buttons and switches on the steering wheel and thinks, "Yeah, I want to do it too." Behind the wheel of the GT63S E performance there are endless permutations and combinations and options to choose from.
You can adjust it to be exactly what you want it to be, whether it's a supercar dominating the road with the tyrannical malice of King Henry VIII, or a quiet luxury coupe blowing up the highway in nearby silence (it's a plug-in hybrid, after all). As you think about just how good it is to choose a car than anyone else. In many ways, this car is now the pinnacle of AMG and should be treated that way. At the heart of the AMG GT63S E performance madness is its drive train. It starts with the same twin-turbo M88 seen on the other V8AMG GTs (and all other V177-powered Mercedes) 4.0-liter V8. By itself, it makes enough power — 603 horsepower, to be precise but that's almost not enough for the madman in the AMG technology division.
So they decided to put a rear-mounted electric motor with their own 2-speed transmission and a 5kWh battery into the mix with 201 horsepower. When all this is combined, you get a huge figure of 805 horsepower and 1,047 lb-feet of torque. This endless power is sent to all four corners by Mercedes very confused and very German MCT multi clutch transmission. It does a hell of a job when launching a nearly 4,800 pound coupe. According to car and driver instrumentation tests, 0〜60mph takes only 2.4 seconds, but I didn't pull out my VBOX, but I think it's right. If you keep your feet on it, a quarter mile is dispatched in just 199 seconds at 135mph per C/D, as is also on your way to an electronically limited top speed of 10.4 mph.
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The performance is all well and good, but the real party trick of the AMG GT63S E performance is that you get some all electric driving range out of it. For each, you can travel about 11 miles (if you take it easy) with electricity alone. After that, you can connect it to the charger or make active driving, and the car will be charged immediately. I recommend the latter. This is the same setup used in the SL Roadster, S63 sedan and GT four-door Coupe E performance models. All of this power means that the GT63S E's performance is a monster on the road. The intake sound from the big V8 reduces the chance of hearing the kick-ass Barmester sound system, so you can create a speed that even the longest straight can disappear in a blink of an eye.
Although this car is certainly not as nimble as the much lighter non-hybrid AMG GT63Pro I drove in Germany, thanks to the car's active roll control and rear axle steering system, it's still not slouch in the corner. Sure, this thing has an all-wheel drive, but in the corner, I could definitely feel the rear bias of the powertrain, helped by an electric motor, and the fact that it was actually a little heavier than it was before.I could also feel the car having some problems blending the traditional 16.5-inch front carbon ceramic brakes with the regen brake system, especially during more energetic driving. It takes a lot of time to slow down such a heavy car, but I never lost my confidence in the system, but it was "huh" several times.
Fortunately, from the 21-inch Michelin Pilot Sport S5 Summer tires there is enough grip and it is very difficult to get into trouble. Once I'm out of the corner, I can just rocket to the next one and the extra power never dies because the electric motor has its trick two-speed gearbox. It's a tsunami of anger, this thing. At its heart, the performance of the AMG GT63S E is a GT car and it does it so well. I loaded the car with my partner, our three cats and a weekend's worth of luggage for a small trip and it handled the job easily. Between its brilliant adaptive damper, relatively quiet cabin and almost decent fuel economy, the big coupe was made for a great road trip companion.
The only thing that let it down a bit is that the battery and the rest of its electronic gabin are available from 7 cubic feet to 11 cubic feet, slightly awkwardly shaped, but thanks to the liftback design, there's still plenty of room to stuff things up. Besides that, the inside of the GT63S E performance is almost your standard Mercedes-Benz fare - that is, it is very, very good. Technology, if you haven't guessed yet, is like a geek's paradise. The gauge cluster is a 12.3-inch screen that can display the right information I can think of clearly and succinctly, and the 11.9-inch vertical tab MBUX in the center could be the best infotainment system in the business.
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With these screens, a handful of capacitive touch buttons on the steering wheel and a set of drivetrain control buttons placed on the wheel under the spokes at 3 and 9 o'clock, I was able to change about everything that concerns the driving behavior and personality of the car. Using these controls, you can control the overall drive mode of the car, its engine calibration, its suspension rigidity, its traction control level, its stability control, how aggressive the gearbox is, how loud the exhaust is, the front axle lift system, regenerative brake There are multiple levels of settings for the car's active Aero and countless other options that are too mind-bending Germany on the list. Basically, this car allows you to indulge in the most aggressive way possible.
It may all seem a bit mind-boggling, and it's been the whole time I've been driving, I've always thought I'd actually set up the car the way I want, but it also provides a ton of flexibility. There are many built from the get-go, so it means this car is driving around town or feeling at home on the highway explosion, terrorizing the back road. It's really something. If you don't count the Mercedes AMG stuff, it's an ultra-exclusive F1-derived hyper car that's not even legal on the road in the US, so the performance of the AMG GT63S E is the pinnacle of AMG, and to anyone's surprise, the Germans are pricing it that way. To start, the car will set you back destination 203,450, including the destination. It's exactly the same price as the AMG GT63 Pro, and it's a non-hybrid hardcore version of the car that shares the crown of the top dog.
However, adding an electric motor to the regular AMG GT63 coupe also means that it will have to add $20,850 to its price tag. It's a hell of a lot of money, but you're also getting a hell of more power in E's performance. Of course, this is a Mercedes AMG, so it will not be the base model in any case. The car was niceties within $4,000 21-inch gold forged wheels for this $9,750 Manufaktur IP package,$3,200 AMG performance seats, great sounding $4,500 Burmester surround sound system, $1,950 driver assistance package, how did you get as-tested price of the car? It was $232,450. I know I know that, under the guise of the cheapest 4-cylinder GT43, a car starting at $1107,750 costs a lot of money. That said, it's actually cheaper than competition like the Porsche 911Turbo S ($2272,650), Aston Martin DB12 ($2 265,500) and McLaren GTS (start 230,000ish).
So, in a way, the performance of the AMG GT63S E is actually a bargain, and you're going to love it. Indeed, some people may love the idea that you need to set up a car for each individual task. There are people who love to fiddle with and love aggressive ass cars. I'm not one of them. For them, the Mercedes-AMG GT63S E performance is the perfect car they can scratch the itch F1 steering wheel simulator, but for me, it just made me wonder if I made the right choice and it made me feel like a 1,047lb-ft truck. This is not something you want to think about while being pushed towards the horizon with a lux.
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