Mercedes AMG GT now shares a chassis with the SL, and has new a new hybrid flagship with ridiculous power numbers. We take the AMG GT 63S E-performance for a Test Drive and debate if having a lot ever becomes too much. Join us!
Mercedes AMG GT63s – When is Excess Too Much? | Test Drive
The new Mercedes-AMG GT 63 S is a 4,800-lb, 1,047 lb-ft of torque refusal to keep things light.
“The new Porsche 928.” That’s what Paul Schmucker of Everyday Driver said about the Mercedes-AMG GT 63 S E PERFORMANCE. It’s a menacing thing. A 4,800-lb hybrid grand tourer and the latest improvement of the now-tenured AMG GT.
You read that right. The new AMG GT 63 S weighs 4,806 lbs. “Those are truck numbers,” fellow reviewer Todd Deeken said of the bulky Benz. “Why would it do that?” But Mercedes-AMG doesn’t seem to care too much about the hybrid AMG GT 63 S’ heft. Why? It’s what resides under the hood.
Under that long, phalic bonnet is a 603 horsepower 4.0L twin-turbo V8. But this is the E PERFORMANCE model, so Mercedes-AMG paired the already-muscular V8 with its new F1-inspired hybrid system. The result is a muscle car-esque 805 horsepower. But it also takes torque over 1,000 lb-ft. In fact, the 1,047 lb-ft of torque makes the GT 63 S the torqueiest car the crew at TestDrive has ever reviewed for the show.
“A 4,800-lb vehicle with 1,000 lb-ft of torque,” Deeken tallied. “That’s a truck number!” In addition to the raw, ever-present thrust of the new Mercedes-AMG GT 63 S, the duo says that the package is athletic for such a heavyweight. “You’re aware of it,” Schmucker said of the weight. “But it doesn’t matter.” The hulking AMG coupe is nimble, with responsive rear-axle steering. “This, to me, is the luxury equivalent of the Nissan GT-R,” Deeken said. “It weighs too much, it has too much power, it defies physics at every turn.”
F1-inspired Driveability in the new AMG GT 63 S
Despite having a three-stage regen facility, the Mercedes-AMG GT 63 S isn’t a hybrid with maximum fuel economy in mind. Instead, the focus is on consistent power delivery using the 400-volt, 6.1 kWh battery system.
They were concerned with the addition of the rear seats. They thought it would ugly-up the GT. But the verdict didn’t support those concerns. Todd and Paul agree that the $200,000 grand tourer is a stunner. However, don’t think back seats mean practical space for four. No, it’s essentially a luggage tray with seat belts.
If ever you needed a reminder that this is an F1-inspired ride, you need only look at the steering wheel. Rows and rows of buttons and knobs populate the wheel, not entirely dissimilar to George Russell’s AMG-PETRONAS car. However, the steering wheel haptics didn’t please everyone. Todd Deeken was quick to lament the absence of physical buttons. “A haptic slider on the steering wheel. Stop it. You know what works well for volume? A knob.” Can’t disagree with that.
Too Powerful for the Daily Grind?
Granted, 805 horsepower and over 1,000 lb-ft of torque are almost commonplace in today’s performance car market. But Deeken thinks that the AMG GT 63 S’ power reserves establish it as “a poster child for power you’ll never use.”
“If you want to do like ‘I need to pass you because you’re in my way, and I’m angry?’ That’s 10%,” he said. “We are making cars so powerful now, and EV Motors have made cars so blindingly quick at the absolute breathe of the throttle pedal that we have created a world where we’re never going to use full throttle.”
Schmucker brought up another gripe. Specifically, he invites Mercedes-AMG to “also build the lightweight, interesting, fun” vehicle. That said, his complaints about the less-than-analog approach of the big, heavy GT car weapon aren’t enough to sway his overall opinion. “I just want this car. I want it,” he said with a slight smile.
