Brabus takes GT 63 beyond 1000hp Thunderdome

Think the flagship E Performance too slow and subtle? Brabus goes full Master Blaster with it

By PH Staff / Tuesday, 29 July 2025 / Loading comments

We drove the Mercedes-AMG GT 63 S E Performance very recently. Slow it is not. In fact, with 816hp to call upon, it is one of the most accelerative cars you can buy. Its maker quotes 2.8 seconds to 62 mph, and it leaves you in little doubt that such a tiny number is achievable in the real world. It is ballistic. And also, of course, a jumping-off point if you happen to work in Bottrop and have been tasked with the job of turning the GT 63 S E Performance into something called the Brabus 1000.

Undeniably, that is a better name for the car. Moreover, as you might expect, it signifies the meat of the transformation, the new model now outputting 1,000hp and 1,342lb ft of torque - though even Brabus admits that the latter is electronically limited to 1,195lb ft to prevent the powertrain from detonating the nine-speed transmission. Rest assured though, there is sufficient grunt left to slingshot the car to 62mph in 2.6 seconds and onto 124mph in 9.5. Shortly afterwards, you’ll locate another electronic limiter at 200mph.

Happily, the source of all this extra horsepower has exactly nothing to do with the E Performance’s electric motor, which remains in its standard 204hp configuration. Rather it’s the V8 that has been seen to, Brabus having enlarged the cylinder bores to 84mm (or 3.3 inches if you prefer) to render a 4,407cc displacement. You get a matching set of forged pistons to go inside those cylinders, alongside a new billet-aluminium crankshaft and connecting rods, which lengthen the stroke by 100mm.

Brabus suggests the turbochargers are of its own making too, as is the upgraded stainless steel exhaust system with its quad 76mm tailpipes. Obviously, it provides a new engine management overseer, though we’ll assume the interaction of the hybrid system is left pretty much untouched (a good thing, based on previous experience). As it would seem is the 4Matic+ all-wheel-drive system and the MCT ‘box. The chassis does benefit from height-adjustable KW sports springs - which means you can drop the 1000 by as much as 20mm versus the GT 63 - and naturally, you get 10-spoke Monoblock Z design wheels that balloon to 12Jx22 at the back, meaning 335-section tyres.

This being a Brabus endeavour, it’s obviously important that the car looks like it’s doing 200mph even when stationary: cue all manner of wind tunnel-tested carbon fibre aero bits - glossy or matte, your choice - for increased downforce and for elbowing itself some visual distinction in your private collection. Canards, spoilers, diffusers, you name it, it’s here. The interior follows a similar trend, though here it is the perceived luxury which gets cranked up. Make of Brabus’s demonstrator what you will, but it’s all customisable anyway.

Which it ought to be for the €445,900 asking price. And that’s before VAT. As tested, the GT 63 S E Performance we drove last month was £200,500. Paying more than twice as much does potentially stretch credibility among those of us with a conventional grip on reality - but we’re not lucky enough to count ourselves among Brabus’s customer base. For anyone who views a £200k markup as a drop in the ocean, the sheer boastfulness of the 1000 ought to stand it in good stead. Which, as ever, is virtually the whole point.