The 2025 Mercedes-AMG GT63 S E Performance: Faster Than All Other AMGs?

It’s remarkably intricate, but the outcomes are straightforward: This plug-in hybrid is a powerhouse.

Mercedes-AMG’s second-generation GT sports cardesires for little. Certainly, it could benefit from a diet, but the new version adds several hundred pounds, resulting in a larger footprint, more on-road comfort, all-wheel drive, and room for a rear seat. However, performance remains largely unchanged—the GT63 variant we recently evaluatedaccelerates to 60 mph in 3.1 seconds and isstill excellent on a track. What might AMG have devised for its 577-hp missile that has everything? Additional power and greater acceleration. Why not?

To achieve this, the AMG GT63 S E Performance has a lot happening (and we’re not referring to its lengthy name). A summary:

The GT63 features a 577-hp twin-turbo 4.0-liter V-8 engine that has been replaced with a more powerful variant producing 603 hp and 627 lb-ft of torque. At the back, a 201-hp, 236-lb-ft permanently excited synchronous electric motor drives a limited-slip differential through its own two-speed automatic transmission; this motor is literally mounted above a liquid-cooled, 4.8-kWh usable lithium-ion battery pack. Between the engine and the motor, there is a long driveshaft and a single-clutch, nine-speed automatic transmission. The AMG fully variable 4Matic+ all-wheel-drive system is also included. The electric motor is directly connected to the rear differential and can therefore deliver power to the front axle via the driveshaft and transfer case in both electric-only and hybrid modes, enabling electric-only all-wheel drive.

A port located on the rear bumper connects to an integrated 3.7-kW AC charger, which can take power from a Level 2 charging station or a regular household socket to provide an unspecified amount of all-electric driving range. In the European-spec vehicles we tested for this review, the digital instrument panel estimated approximately 9 miles with a fully charged battery, significantly less than the 20 to 30 miles offered by most plug-in hybrids today.

Power is the main focus, rather than environmental concerns. The total output is a substantial 805 horsepower—228 more than what you get in the GT63. A somewhat unclear calculation that takes into account the torque multiplication from the two-speed transmission results in a total torque of 1,024 lb-ft as stated by AMG. However, we typically don’t include specifications after accounting for torque multiplication from an automatic transmission, so the actual peak torque is probably slightly below the combined engine and motor figure of 863 lb-ft. That’s still a huge amount of torque and a significant improvement over the already powerful GT63.

How Does This Function?

It varies depending on the drive mode you select. The AMG GT63 S E Performance provides drivers with Electric, Comfort, Sport, Sport+, and Race modes, along with Battery Hold (which preserves battery charge for future electric driving periods, such as when entering an emissions-free zone), Slippery, and Individual modes. In Comfort mode, the system focuses on using electric power until the battery level drops to 23 percent (a minimum it keeps for maximum acceleration); this leads to mostly electric-only driving up to 87 mph unless you activate the kickdown feature by pressing the accelerator, which then engages the engine until you release the pedal.

Sports, Sport+, and Race modes are, of course, more engaging, increasing the sound from AMG’s V-8 (which remains active) and also charging the battery faster. In fact, by alternating between these more dynamic settings and Comfort or Electric modes (which keeps the vehicle in electric mode unless you use the kickdown or the charge drops to 23 percent), you can achieve a significant amount of driving on electricity alone. The car is quite lively in electric-only mode as well; although power decreases as you speed up, it can easily manage your daily commute.

It’s uncommon for a plug-in hybrid to fully recharge the battery once it’s unplugged. However, the GT63 features a compact battery that is built for rapid discharge and recharge—AMG claims it can charge at speeds up to 100 kW during regenerative braking. Therefore, although the initial electric-only range after a charge is just a few miles, you can significantly increase this number multiple times per tank if you carefully use the drive mode knob on the steering wheel.

Drivers can also modify the braking regeneration level across four settings; AMG states that the highest setting provides a “one-pedal” driving experience, although releasing the accelerator does not fully stop the vehicle. Additionally, when the battery is nearly full, the higher regen settings become unavailable.

Is the GT63 S E Performance quicker?

Yes. Mercedes-AMG states that the S E Performance model can reach 60 mph in just 2.7 seconds, which is probably faster than you can say the full name out loud. Its assertion for the standard GT63 is still extremely fast at 3.1 seconds, and even the lighter, 720-hp older modelThe AMG GT Black Series only achieves a 2.9-second sprint.. Launch-control starts are intense, delivering the stomach-churning feeling of an EV smoothly launching from the starting line, but with the amazing sounds of that 4.0-liter V-8 (which also means acceleration continues to increase as speed rises and doesn’t decrease like in a fully electric vehicle). It doesn’t seem exaggerated when AMG claims the E Performance will be faster than any other car it produces, including the upcoming AMG One hypercar.

There’s a significant amount of power accessible at any speed and engine RPM, making you overlook the fact that this electrified AMG is even heavier than the already bulky GT63. Featuring a liquid-cooled battery, electric motor, rear transmission, and additional oil cooling systems, the S E Performance is likely hundreds of pounds heavier (final curb weight details are pending).

The S E Performance only shows its mass when you push it hard through slower corners; even when you notice the weight, it doesn’t really affect your speed. (Additional technology helps: AMG’s rear-axle steering can turn the rear wheels up to 2.5 degrees, and the hydraulic Active AMG Ride Control system replaces the mechanical anti-roll bars.) This perception might change on a track—where we didn’t get a chance to test it—where the standard 63 shows some limitations in tire and braking performance due to its weight, but on back roads and the autobahn, the hybrid’s weight is effectively hidden.

There’s not much more to criticize. The brake pedal lacks some of the firmness found in the standard GT63, featuring a soft and occasionally rigid feel that is typical for hybrids, although it offers quick response at the beginning of the pedal stroke, and the braking power remains robust. The high-mounted battery in the rear takes up roughly half of the cargo space, resulting in a small slot near the back bumper and a large shelf above that is compressed by the fastback rear window. A sizable duffel bag can fit up there, and two rolling bags can be placed in the cubby, so there’s still ample room for two adults’ belongings. The price could also be a concern. Mercedes-AMG has not yet determined the MSRP, but the non-S E Performance GT63 starts at $178,750, so don’t expect to pay less than $200,000 for one of these.

If you look at the latest AMG GT’s goal as maintaining or enhancing the performance of its smaller, lighter, and more track-oriented predecessor while boosting comfort and daily usability, the S E Performance represents the most extreme version of this approach so far. It’s incredibly fast, and its occasionally silent electric operation adds to its smoothness and luxury. Necessary? Probably not. Amazing? Definitely.