2025 Mercedes-AMG GLC 63 S E Performance Review: Not What You Think

No burying the lede here: the 2025 GLC 63 S does not live up to the expectations a 671-horsepower SUV can set. And it has almost nothing to do with that downsized engine.

Yes, AMG has rather (in)famously yoinked the old 4.0-liter V8 and dropped in an engine with half the displacement and cylinder count, and then hooked it up to a complicated plug-in hybrid powertrain for added giggles. And guess what? Affalterbach has made it work well, even if it may not be long for this world.

I’m here to tell you that, as quick and capable as the 2025 Mercedes-AMG GLC 63 S is—and it brings both by the bucket-load—it’s the daily-driver side of the equation that is let down, and that’s a sacrifice too far for something so pricey.

The whole GLC family saw a new generation debut in 2023, and we know what that means: the muscle shows up around 12 months after. The GLC 63 essentially lifts the powertrain from the latest C 63 and drops it into the crossover body. A 2.0-liter turbocharged four is, on its own, the most powerful series production example of its kind, throwing down 469 horsepower and 402 pound-feet of torque through a nine-speed, wet-clutch transmission. Then the folks in Affalterbach toss an electric drive motor on the rear axle, complete with its own two-speed ‘box, for total system outputs of 671 hp and 752 lb-ft of torque. This is a plug-in hybrid setup, with a small 6.1-kilowatt-hour battery pack prioritizing performance over range—but more on that in a bit.

When compared to the medium-heat GLC 43, there’s not a lot to give away the full-tilt, have-the-milk-handy 63. Wheel sizes and design are the same: 20 inches almost seems reasonable here in 2025, wrapped in 265-section front rubber and monster 295s out back. Ditto the now-expected AMG-ified grille with its vertical slats, and the large, curved roof spoiler. The 63 S tucks larger brake rotors behind its wheels however: 15.4-inch (390-millimeter) front and 14.6-inch (370-millimeter) rears, still clamped by six- and single-piston calipers, respectively. The changes happen down low: the 63 has additional brightwork along its sills as standard, a more pronounced diffuser, and its quartet of exhaust tips are squared-off instead of oval. Oh yeah, and the red-lined badge is a big giveaway.

Overall, it’s a darned good-looking little thing to these eyes, all barely-contained muscle. It’s also so low that it barely qualifies as an SUV, making this the next best thing to an actual compact performance wagon.

Let me address those rushing to bash their keyboards about the blasphemy that AMG has committed: in isolation, the only thing this powertrain gives up over the old V8 is the soundtrack. In most use cases for this type of vehicle, the new setup is superb: the electric turbocharger ensures there’s zero wait for spool-up, and the electric side is supported by clever cooling that keeps the cells operating at their ideal temperature, allowing for quick dis- and re-charge. The GLC 63 is tractable at any speed and, as the 3.5-second official run to 62 mph (100 km/h) suggests, it’s quick as can be too.

The C 43’s jerky transmission, like riding with a new driver who’s just discovered a manual, isn’t part of the picture here. Instead, the nine-speed auto does everything it needs to, from smoothing out shifts on the highway to kicking down with a vengeance on backroads.

There are myriad drive modes, and setting permutations beyond that. The important ones are the extremes: Comfort and Sport+. The latter gives access to the full 671 hp and 752 lb-ft as often as possible, with throttle response that is borderline too eager on regular roads. The former prioritizes smoothness, and gives the ICE quotient fair stretches of downtime.

Just don’t expect any serious EV-only range. The GLC 63 S wouldn’t even give a range for this, and officially it’s just a single mile according to the EPA. Yes, really.

And yes, it can’t match the auditory experience of the old V8. As four-cylinders go this is an acceptable one, but it devolves into a flat blare in the mid-range. The pumped-in sounds don’t do much to improve it, either.

The GLC 63 S weighs on the wrong side of 5,100 pounds (2,313 kilograms). You’d never guess as much when threading it down your favorite sequence of corners however, because this is one of the most agile and—yes—fun crossovers on the market. The added heft of the battery isn’t just down low, but it’s out back, giving the GLC a 51:49 front-to-back weight balance that many sports cars can’t match.

Chuck the Merc into a corner and the ample contact patches combine with the anti-roll suspension system to keep the SUV’s attitude neutral, encouraging further exploration. With the rear motor being integrated with the limited-slip diff, the GLC’s clever systems can subtly apportion power left or right to keep the big beast pointed where it’s intended. Standard rear-axle steer also cuts down that turning circle. There’s enough power here to tweak the tail out of course, but more than that, the setup keeps the driver feeling a part of the equation; impressive given all the digital trickery at play.

If only the brakes felt as good as the rest. There’s ample stopping power, sure, but the pedal lacks firmness, nibbling away at confidence when something this hefty can go this quick.

Typically, for an SUV to be so freakishly encouraging when the road bends, comfort sacrifices need to be made. Not the case here. Dialed back into Comfort mode and the GLC 63 is only moderately firm by daily driver standards. Only the biggest bumps make their presence felt (and heard) in the cabin; to cruise on the highway, the AMG is hardly worse than a regular GLC.

The standard sport seats are superb, with ample side bolsters to give that locked-in feel while avoiding more dramatic flaring, which would just ding daily driver ingress and egress. The cushion looks flat but it is surprisingly comfortable.

The rear row is an okay space to spend time, with a good seat angle and decent levels of legroom. The new GLC’s rising beltline does make for shallower windows though, so be thankful for the big pano roof bringing the natural light. The floor-mounted battery does eat into cargo space too: it’s just 21.9 cubic feet (620 liters) with the seats up, but that can nearly triple should you fold ‘em flat.

How does the AMG-ification affect the GLC’s cabin? It’s a pretty standard reskin, actually: lots of dark Nappa leather, red contrast stitching, and big swathes of high-gloss carbon fiber making up the dashboard. There’s a bit of microfiber on the sides of the steering wheel, one of the few standard distinctions between this and the lesser GLC 43. It’s all properly screwed together up front too, with less—but not none—of the center console creaking we’ve experienced in a few recent Benzes.

The back seat has a noticeable quality dip—not to mention some serious decontenting. The plastic nubbin of the center console offers two vents, a small cubby, and… nothing else. No standard seat heaters or climate controls feels cruel in a vehicle stickering for this much.

The lack of back-row comfort features aside, the GLC’s tech suite is typical modern Merc. The almost-square central touchscreen offers up big, easy-to-read menu options, and most of it can be navigated via the small touchpad on the right-side steering wheel spoke. It takes a bit of getting used to, but my biggest complaint is that it doesn’t work with the entire screen; yep, you’ll have to poke at the climate controls, which are mercifully always visible at least.

The wheel-mounted controls along with the available (but not standard) head-up display give the GLC a suitably video game-like feel, as the driver can twist and prod for mods like the sport exhaust’s blare or manual gear control, and watch important figures flash up ahead.

Getting into the GLC 63 S E Performance will run $87,200 in America, post-destination. Matching this Canadian-spec tester isn’t quite possible as, like other German automakers, Mercedes bundles packages and options quite differently between the two countries. The closest equivalent is a heady $108,240—and budget a couple extra hundo for rear heated seats and USB ports.

Canadian pricing kicks off at $109,500 CAD before destination; Mercedes lets its Canuck dealers determine their own destination and additional fees. With the options found here, the final damage is $134,350 CAD.

At the end of the week, the 2025 Mercedes-AMG GLC 63 S left me cold. Not because of the powertrain, which is fine but misses out on the advantages of a more typical plug-in hybrid setup. Not the handling either, as this is one of the better drives in the segment, tailing only the Macan and now-gone Stelvio Quadrifoglio. No, it was the ruthless cost-cutting in the cabin which, when taken with the inflated price, makes this a tough performance SUV to justify.

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• Q: How much is the 2025 Mercedes-AMG GLC 63 S E Performance?
• A: The 2025 Mercedes-AMG GLC 63 S E Performance starts at $87,200 including destination in America, or $109,500 CAD pre-destination in Canada.
• Q: What is the GLC 63 S E Performance?
• A: The E Performance moniker signifies a plug-in hybrid powertrain, which adds significant power but not much electric-only range.
• Q: How much horsepower does the 2025 Mercedes-AMG GLC 63 S E Performance have?
• A: The GLC 63 makes 469 horsepower and 402 pound-feet from its 2.0-liter engine, while the combined system output is 671 hp and 752 lb-ft of torque.