By now you’re likely familiar with the designation Mercedes-AMG uses for its flagship plug-in hybrid variants. E Performance means much the same thing to the GT 63 S that it meant to the four-door model last year: yet more power courtesy of a rear-mounted electric motor, with precious little attention paid to trivialities like usable zero-emission range. With 816hp, the coupe plays second fiddle to its big brother in terms of output, but its smaller size means it is very marginally quicker to 62mph. And 2.8 seconds makes it the fastest accelerating series production AMG ever.
The question of whether or not the V8-powered GT (which is capable of getting to 62mph in 3.2 seconds in non-hybrid format) precisely needs this additional oomph is rather beside the point. Electrification is both a means and an end in Mercedes-AMG’s playbook, and if the presence of an electric motor and a pocket-sized battery continues to ensure the viability of its 4.0-litre bunkmate, then who are we to argue? Sure, we’d have preferred UK access to the 431hp rear-drive GT 43 that Mercedes revealed in Europe last month - but that wasn’t to be. We’ll just have to make do with up to 1,047lb ft of torque instead.
In terms of configuration, the new AMG GT 63 S E Performance is much as you’d expect: the V8 and its nine-speed MCT are positioned over the front wheels, producing 612hp (slightly more than in the 585hp regular version) with a 204hp motor at the back as part of the carried over AMG Electric Drive Unit. This incorporates a two-speed transmission and a mechanical limited-slip differential, and is responsible for providing extra boost when moving off, accelerating or overtaking - or, as Mercedes-AMG puts it, ‘always available when the driver needs it’. It is aided in this regard by its high-density battery, which features 560 individually cooled cells for the kind of optimum temperature that allows it to recuperate energy far more efficiently than normal.
It is clever stuff, partly inspired by F1 tech - although probably it helps if you plug the thing in occasionally. Mercedes doesn’t specify a charging time, but with a capacity of 6.1 kWh and a 3.7 kW onboard charger, it’s safe to say not very long. It’s this level of packaging convenience that accounts for the measly eight-mile range if you insist on driving the E Performance in purely electric mode. But that’s not really what the car is about. Mercedes-AMG envisages you driving in a way that takes full advantage of both power sources.
As you might expect, the flagship GT 63 gets the full suite of chassis gizmos to ensure this is plausible. Larger ceramic brakes and active rear-axle steering are standard, so too AMG Active Ride Control which includes an anti-roll system that hydraulically links all four adaptive dampers. The 4Matic+ all-wheel-drive system is fully variable (including the ability to send electric output to the front axle) and while the E Performance is inevitably heavier than its V8-powered sibling, its maker reckons the positioning of the EDU at the back, along with its independent battery, improves the car’s overall weight distribution.
Besides the E Performance badges and red highlights, the plug-in hybrid version is distinguished by the socket flap at the back and a different tailpipe design. The active aero elements, including the extendable rear spoiler, are carried over, as is the 2+2 interior - albeit with a host of hybrid-specific displays for the MBUX infotainment system. The car’s world debut occurred on the sidelines of the F1 weekend in Shanghai; no word yet on price or availability, but with the conventional GT 63 starting at £164,765 and the four-door E Performance we drove last year at £178,800, you’d imagine getting very little change from £200k. We’ll know for sure in the coming weeks.
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