2026 Mercedes-AMG GT 63 S E Performance Why AMG PHEVs Should Have More Cylinders

To say Mercedes-AMG’s venture into the world of electrification hasn’t been smooth sailing would be quite the understatement. Its four-cylinder C63 has proven disastrous, to the point it looks like it will be soon replaced by something with more cylinders, and a somewhat confusing model line-up that mixes pure ICE and PHEVs means the latter will keep being overlooked by performance fans.
 

Where AMG’s electrification could make more sense is by basing them around big brawny engines – such as with this, the Mercedes-AMG GT 63 SE Performance. Unlike the GLC 63 and C 63, there’s no four-cylinder motor to be found here. Instead, you get a big 4.0-litre twin turbo V8 with over 600bhp, and another 200bhp of electric motor on top, making it one of the fastest plug-in hybrids.
 
Rivals? Well, plug-in hybrid coupes are a bit of a rare groove, so there’s only one at the time of writing. It’s another car with a 4.0-litre V8, and similar power, although it is a bit pricier. It is of course the Bentley Continental GT, although you’ll find plenty of other non-PHEV rivals. That includes the Porsche 911 Turbo S, Ferrari Roma and Aston Martin DB12.
 
At a glance
Pros: Rapid acceleration, relatively comfortable, well equipped
Cons: Brake and steering feel, interior quality, useless boot
 
What’s new?
Errrr, nothing really. We’ve already seen the AMG GT 63 in regular V8 guise, and the V8 PHEV system debuted on the GT 63 four-door. As you’d expect from a PHEV, boot space has tumbled somewhat and it’s over 200kg heavier than the regular ICE AMG GT.
 
To cope with the bulk, all SE Performance models get active roll stabilisation on the suspension, four-wheel steering and carbon ceramic brakes. More GT63 models have followed, too, including a track-biased ‘Pro’ model.
 
What are the specs?
Let’s start with the numbers you really care about. 0-62mph takes a thoroughly believable 2.8sec, and it’ll get awfully close to 200mph flat out. Total system output is 805bhp with torque at 1047Ib ft. That makes it the quickest AMG ever, beating even the ONE hypercar from 0-62.
 
As the SE Performance bit suggests, this GT 63 is a plug-in hybrid, just like the Mercedes-AMG GT 63 four-door SE Performance. Don’t expect lots of EV running and a correspondently small CO2 figure, though. Total range from a fully charged battery is a mere 8 miles, and it’s still in the 37% BIK rate, meaning that it doesn’t even work as an elaborate tax dodge, unlike the Bentley.
 

How does it drive?
Any doubt over the claimed 2.8-second 0-62mph time evaporates as soon as you engage launch control. All four tyres stick themselves to the road and fire the GT forward with real violence. It’s not as unrelenting as some silly fast EVs out there, but it’s enough to make your eyesight go a bit squiffy and upset a few passengers.
 
It’s not just rapid off the line, either. A stretch of derestricted autobahn highlighted just how easily the SE Performance builds speed, with 150mph blown past like it was 70, and the speedo still climbing quite quickly at an indicated 180mph. AMG’s claimed 199mph top speed could actually be on the conservative side.
 
While it makes less sense on UK roads, it’s got the kind of pace where you never need to think ‘can I get past that?’. Foot down and you’re already long gone. The hybrid system also works better than expected, and it’s one of the best instances we’ve experienced of the electric motor properly boosting performance rather than working like two different powertrains that happen to be merged together.
 
Comfort mode allows a bit too much body movement, but Sport really ties things down. Combined with the four-wheel steer, stability is excellent and the car feels absolutely planted. At lower speeds the 4WS boosts agility, but it all feels a bit synthetic, and on country roads we struggled to get on with it, which always turns in sharper than you expect, and leaves you readjusting mid-bend. Not what you really want when dealing with this kind of power. The steering also has quite a big dead-spot around the straight ahead, with a noticeable ramp up in steering ratio once you’ve got some lock on. It’s not particularly pleasant, and the brakes are even worse.
 
They’re sensitive at the top of their travel yet require a long push to get past the regen and into the friction braking. Jerky progress is very hard to avoid, and while ramping up the regen helps, they’re still in need of a lot more work. At least the suspension is pliant in Comfort mode, making long distance travel a fairly painless experience.
 
Grip levels are high, no surprise with 295 section front tyres, although it’s possible to nudge into understeer quite easily. ESC Sport mode and a big dollop of throttle will unstick the rear, but there are far more nimble options out there. Still, AMG themselves point out that this is really a 911 Turbo S rival and not something geared for ultimate cornering ability.
 

What about the interior?
It’s like a regular AMG GT 63, just with a few PHEV specific alterations. Take a look at the shortcut bar under the touchscreen and you’ll find a shortcut to a new charging menu, and there’s additional drive modes, too. These include an EV-only mode and another to save the battery’s charge for later.
 
There’s also new graphics for the driver’s display to show when the e-motors are propelling you and how efficient they are. The biggest change is in the boot. With the 400v battery perched on top of the rear diff, boot space drops from 321-litres in pure ICE GTs to 182 litres in the SE Performance. Whereas the regular car lives up to its name being a great GT car for cross-continental holidays, the boot space of the PHEV compromises it somewhat. It’s also no use for carrying golf clubs (go on, ask us how we know…) – surely the GT’s core demographic.
 
Everything else remains much the same, so the rear seats are best left for kids or people you dislike, although they can be folded to increase boot space. Quality is a bit disappointing in places (interior door pulls shouldn’t flex), the infotainment system is responsive and looks good, and there’s plenty of space up front. But on a car knocking on the door of £200,000, the interior should really feel more of a step up over a C-Class costing a quarter of the price than it does.
 
Before you buy
There’s only one trim level available on the AMG GT, called Premium Plus. As you’d expect, standard equipment is suitably lavish, including a Burmester sound system, head-up display, huge infotainment system and a front axle lift to name just a few highlights. It needs to be well equipped for the price considering it costs £186,290 – £16,000 more than a ‘regular’ 577bhp AMG GT 63.
 
On top of that base price you can choose an Ultimate package for £5,000, bringing some very fancy sports seats, 21-inch AMG forged alloy wheels, a larger spoiler and rear diffuser.
 
Other options? You can delete the rear seats for no cost, and if you’re intending to use the car for lots of trips, the Driving Assistance Package is recommended for bringing adaptive cruise control, active steering assist and blind spot assist. All in, and in a good paint colour, the GT PHEV comes in at more than £200.000. A price it can’t justify.
 
Verdict: Mercedes-AMG GT 63 SE Performance
The SE Performance certainly has some very big numbers going for it, but it’s a bit of a one trick pony. It’s certainly effective on the autobahn, both at generating very big numbers very quickly, and at persuading slower traffic out of the overtaking lane, but there’s little joy to be had at slower speeds.
 
Our biggest issue is that two of the car’s main interaction points, the steering and brakes, need more feel and finesse. And although the GT is certainly capable in the corners, you’re all too aware of the technology needed to make it happen. If you must have an AMG GT, get the regular 63. That said, the addictive silliness of this hybrid’s performance, and the terrific noise it makes with its V8, is not to be ignored. The UK just isn’t really the car for it.