2025 Mercedes-AMG GT 63 Pro 4Matic+ Sharpens Its Claws for the Track
The GT 63 Pro has more power, better aero, and bigger brakes, because sometimes more is more.
Don’t think the Mercedes-AMG GT 63 has enough muscle? Relax. The folks at Affalterbach have your problem solved. The 2025 Mercedes-AMG GT 63 Pro 4Matic+ packs 26 more horsepower, 37 lb-ft more torque, and will get from a standstill to 124 mph in 0.5 second quicker than the regular GT 63 en route to a top speed of 197 mph.
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“It’s the perfect blend between the day-to-day usability of the GT 63 and a racetrack tool,” Mercedes-AMG CEO Michael Schiebe says. “It is not faster to 60 mph than the GT 63, but it is quicker on the track.”
There are no new go-faster bits under the hood; the GT 63 Pro’s 4.0-liter twin-turbo V-8 is mechanically identical to that of the GT 63. The extra muscle is all down to software that enables that wonderfully versatile AMG powerplant to produce 603 hp from 5,500 rpm to 6,500 rpm, and 627 lb-ft of torque from 2,350 rpm to 5,000 rpm. The GT 63 Pro’s chassis setup is similar to that of the regular GT 63, too. That means AMG active ride control suspension with active roll stabilization, and rear-wheel steering.
There’s more to the GT 63 Pro than just engine software, however. To make it a better track-day car, AMG engineers have increased airflow by way of a redesigned front fascia and upgraded both the high and low temperature cooling circuits to ensure optimal drivetrain temperatures. Two radiators are now positioned in the left and right front wheel wells, and the top-mounted radiators for the front and rear differentials, along with the transfer case of the AMG Performance 4Matic+ all-wheel drive system, are now actively cooled by way of electrically operated water pumps.
The GT 63 Pro also gets AMG’s unquenchable carbon ceramic composite brakes as standard. Clamped by six-piston calipers, the 16.5-inch front rotors are the largest currently available from AMG. The backs of the carbon ceramic discs are made of titanium to further reduce unsprung mass. Also standard are lightweight 21-inch forged alloy wheels fitted with Michelin Pilot Sport 5 tires—295/30 ZR 21 at the front and 305/30 ZR 21 at the rear. Ultra-grippy Michelin Pilot Sport Cup 2 R tires are available at no additional cost.
The GT 63 Pro also gets revised aerodynamics for better high-speed balance, with an active air control system in the restyled front fascia, active underbody aero, and the fixed rear wing from the AMG Aerodynamics Package. Schiebe says front axle lift has been reduced by over 66 pounds, while the rear wing—working in conjunction with underbody air deflectors like those on the Mercedes-AMG ONE hypercar—has increased rear axle downforce by 33 pounds.
In terms of the visuals, the GT 63 Pro’s front splitter, side sill trims, rear diffuser and rear wing are all rendered in carbon fiber. Black-painted brake calipers lurk behind the matte-grey alloy wheels. Inside, the GT 63 Pro features AMG Performance seats and an AMG Performance steering wheel in Nappa leather and microfiber.
The Mercedes-AMG GT 63 Pro 4Matic+, which is expected to arrive in U.S. Mercedes dealerships early next year, won’t be the ultimate AMG GT. Michael Schiebe won’t be drawn into revealing more detail, but he insists Mercedes-AMG is “100 percent committed” to customer racing. And that means there will almost certainly be a more extreme Black Series-spec GT in the future, as this will allow Mercedes-AMG to homologate GT4, GT3, and GT2 race versions of the car to sustain its highly successful customer racing business.
I can’t remember a time when I wasn’t fascinated by cars. My father was a mechanic, and some of my earliest memories are of handing him wrenches as he worked to turn a succession of down-at-heel secondhand cars into reliable family transportation. Later, when I was about 12, I’d be allowed to back the Valiant station wagon out onto the street and drive it around to the front of the house to wash it. We had the cleanest Valiant in the world.
I got my driver’s license exactly three months after my 16th birthday in a Series II Land Rover, ex-Australian Army with no synchro on first or second and about a million miles on the clock. “Pass your test in that,” said Dad, “and you’ll be able to drive anything.” He was right. Nearly four decades later I’ve driven everything from a Bugatti Veyron to a Volvo 18-wheeler, on roads and tracks all over the world. Very few people get the opportunity to parlay their passion into a career. I’m one of those fortunate few.
I started editing my local car club magazine, partly because no-one else would do it, and partly because I’d sold my rally car to get the deposit for my first house, and wanted to stay involved in the sport. Then one day someone handed me a free local sports paper and said they might want car stuff in it. I rang the editor and to my surprise she said yes. There was no pay, but I did get press passes, which meant I got into the races for free. And meet real automotive journalists in the pressroom. And watch and learn.
It’s been a helluva ride ever since. I’ve written about everything from Formula 1 to Sprint Car racing; from new cars and trucks to wild street machines and multi-million dollar classics; from global industry trends to secondhand car dealers. I’ve done automotive TV shows and radio shows, and helped create automotive websites, iMags and mobile apps. I’ve been the editor-in-chief of leading automotive media brands in Australia, Great Britain, and the United States. And I’ve enjoyed every minute of it. The longer I’m in this business the more astonished I am these fiendishly complicated devices we call automobiles get made at all, and how accomplished they have become at doing what they’re designed to do. I believe all new cars should be great, and I’m disappointed when they’re not. Over the years I’ve come to realize cars are the result of a complex interaction of people, politics and process, which is why they’re all different. And why they continue to fascinate me.Read More
