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The Mercedes-AMG 63 nameplate has faced criticism for ditching the formidable V8 powerplant for a smaller 2.0-litre 4-cylinder hybridised engine. I get the criticism; the V8 was more than just an engine but a part of the 63’s identity, dating back to the W204, the original bearer of the 63 nameplate. A 63 without a V8? It feels a bit like an orchestra without a conductor. On the other hand, AMG's decision to downsize the GLC63 presents a different perspective. Unlike its sedan and coupe siblings, the GLC isn't exactly synonymous with that V8 thunder, so its smaller engine feels more justified.
With the hybrid system onboard, the GLC63 now carries the S E Performance badge, signalling its electrified upgrade—and what an exciting package it is. Powerful? Absolutely. Sporty? Without a doubt. And despite tipping the scales at over 2.3 tonnes, it’s still absurdly quick. In a way, that sheer defiance of physics makes it even more special.
Then there’s the design that exudes effortless, understated confidence. Its strong, masculine presence, coupled with a lower, wider stance, does not beg for attention. It feels powerful yet refined, and even without the V8, it still nails that classic AMG elegance.
As you’d expect from AMG, the cabin has a sporty vibe, packed with all the signature touches from the AMG playbook. Nothing feels out of place, and if you’re a fan of AMGs, you’ll appreciate the details here. The seats strike a wonderful balance between comfort and support, while the small rotary controls at the bottom of the steering wheel add a nice, hands-on feel to the driving experience.
What remains a stunning detail, though, is the carbon fibre treatment on the dash panel, which blends nicely with the contrast stitching across the dashboard—it looks and feels premium. However, I must admit that I am not particularly fond of the touch-capacitive switches. They’re okay, actually better than VW’s setup in its recent products, but I still prefer actual buttons, especially when making quick adjustments on the move.
Like in most recent Mercs, there is an 11.9-inch infotainment system that forms a gateway to most of the vehicle’s functions, from climate control to navigation. While it’s responsive and well-integrated, I’d rather have physical toggles and switches for things like heating, ventilation, and air conditioning, given that touchscreen controls can be a bit challenging to operate while driving. The large 12.3-inch digital instrument cluster, on the other hand, is impressive and clear, paired with a concise heads-up display. Unfortunately, the piano black trim on the centre console is sensitive to scratches, fingerprint smudges, and dust. Maybe if the designers had carried over the carbon fibre trim from the dash, it would have done the trick here. Just a thought.
Then there’s the space, which is plenty and can pretty much swallow your whole family's luggage for that getaway trip. Unfortunately, because of the hybrid system’s battery pack, which takes up space beneath the boot area, the GLC63 S E Performance doesn’t come with a spare wheel. Instead, it comes with a tiny portable compressor and a sealant kit. And that raises a valid question—what happens in the event of a tyre blowout? In a country where potholes are practically a feature of the road, that little compressor won’t offer much help. A tow truck then? Yes, given there's a cellphone signal.
Criticise the 2.0-litre 4-cylinder all you want, but in the GLC63 S E Performance’s application, it just works. This is why I said earlier that the smaller engine is justifiable since the GLC63 isn’t the original bearer of the ‘63’ nameplate. It’s absolutely bonkers, thanks to 350kW and 545Nm churned by the engine alone, which is already impressive. Add 150kW and 320Nm from the rear-mounted electric motor, powered by a 6.1kWh high-performance battery pack, and suddenly you are dealing with a monstrous 500kW and 1,020Nm sent to all fours via a 9-speed automatic transmission.
Off the line with no turbo lag in place, it’s quick. By that I mean it gets to 100km/h in 3.5 seconds (yes, for a 2.3-tonne SUV) and is considered fast by any measure. However, it’s advisable to always ensure that the battery pack remains charged or risk losing out on a lot of the hybrid magic. For example, the launch control only works when the battery is at an optimal level, so if it’s low, you’re missing out on the hybrid element that makes it so blisteringly fast.
And given it's a plug-in hybrid, you have two options for recharging the battery pack: plug it into a charging station and use the 3.7kW onboard AC charger, or rely on recuperation, which I found particularly useful in Sport+ mode, when the engine works harder to recharge the battery.
The GLC63 S E Performance is impressive in how it splits its personality. You can drive it in an urban setting, and it remains a civilised SUV, and if the performance bug bites, it transforms into an absolute beast. Again, if you’re in the mood to contribute positively to the planet (or drive in silence), you can dial it into EV mode. During my test, I only achieved shorter distances instead of the 12km claimed by AMG. But then again, this is a performance vehicle, so outright range isn’t really the priority here.
When it comes to living with the GLC63 on a day-to-day basis, it offers fairly well-balanced driving dynamics while the ride quality does lean toward the firmer side. It can still be compliant and comfortable, though, especially in Comfort mode.
Push it harder, and it holds its own surprisingly well. Despite its monstrous weight, body roll is minimal, and there’s plenty of grip to keep things in place. However, the brake pedal felt a bit spongy. Don’t get me wrong, the brakes themselves are strong, offering plenty of stopping power, but I would’ve liked a bit more bite and feedback from it.
The GLC63 is definitely not the most affordable performance SUV you can buy out there. It starts at R2,772,259, while the model I tested was fitted with an additional R354,710 worth of options, bringing the total to a hefty R3,126,969. To put that into perspective, that’s roughly R1.1 million more than what BMW charged for its outgoing X3 M xDrive (R1,970,000) when it launched in 2021.
And if you think that's where the expenses end, think again. Living with it daily isn’t exactly cheap either. First off, it’s a guzzler. I know what you’re thinking—why is a hybrid this thirsty? Well, Mercedes-AMG does declare that the hybrid system isn’t designed for efficiency but is rather built for performance, which then begs the question, 'Why downsize in the first place?' During my time with it, I saw fuel consumption figures hovering around 12l/100km or higher, so if you’re expecting typical hybrid-like efficiency, you’ll be disappointed.
Looking past its hefty price tag and thirsty nature, the GLC63 S E Performance makes for a compelling choice in the performance SUV fold. Yes, it may have lost the thunderous and characterful V8 powerplant that made the 63 nameplate iconic, but it still delivers the thrills, albeit in a heavier, hybridised package. It’s a car that needs to be driven in order to be appreciated. But if I had to choose, my family and I would go for the outgoing BMW X3 M Competition. It’s got a traditional performance setup, and honestly, that’s more to my taste.
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