Mercedes-AMG’s V-8 Isn’t Dead Yet. The 2027 GLE63 S and GLS63 Prove It

For a moment there, it looked like Mercedes-Benz was quietly suffocating the V-8 engine in a velvet pillow. The C63 got downsized to a four-cylinder, the G550 traded eight cylinders for six, and even the ultra-exotic Mercedes-AMG One makes do with a 1.6-liter V-6. But just when you thought the party was over, Mercedes-AMG walked back in holding a bottle of champagne and a flat-plane crankshaft.

The 2027 versions of the Mercedes-AMG GLE63 S and GLS63 are getting a completely reworked M177 Evo V-8 that makes 603 horsepower and 627 pound-feet of torque. That’s a bump from the previous generation’s 530 horses, delivered via a 4.0-liter twin-turbo engine featuring a flat-plane crankshaft—the kind of exotic architecture you’d normally find in a Ferrari or a Porsche 911 GT3, not a three-row luxury SUV. It’s equal parts audacious and unhinged, which is exactly the energy AMG should be bringing to the market right now.

The Flat-Plane Plot Twist

Here’s where it gets interesting. Mercedes-AMG claims a flat-plane crankshaft sounds better at high rpm and breathes easier—but that’s only half the story. The new M177 Evo actually makes its peak power lower in the rev range than the old cross-plane version. The 2027 models hit max horsepower between 5500 and 6100 rpm, whereas the 2021 generation peaked at 6500 rpm. So why ditch a design that was already working? Mercedes told Car and Driver the real motivation: emissions compliance. The flat-plane architecture helps the company meet stricter regulatory targets without sacrificing the theater of a real V-8.

That said, expect these things to absolutely move. Mercedes claims the GLE63 S will hit 60 mph in 3.6 seconds and the GLS63 (the larger, three-row variant) in 3.9 seconds. For context, the 2021 GLE63 S we’re talking about managed a 3.4-second zero-to-60 run, so these new claims are being conservative—typical Mercedes understatement. The real-world numbers will likely be a few tenths quicker once owners get them on a closed course.

The V-8 gets a minor assist from a 23-horsepower integrated starter-generator that chips in 151 pound-feet of torque at low revs. It’s not a true hybrid system—there’s no battery pack or electric motor for propulsion—just a clever electrical component designed to smooth out turbo lag and bolster response when you need it most. Think of it as a performance enhancement that also happens to help with fuel economy and emissions. Mercedes is calling this a hybrid component in marketing materials, which is technically accurate but also a bit like saying a sport coat is “athletic wear.”

Chassis and the Active Suspension Game

Mercedes-AMG didn’t just wake up the engine and call it a day. The 2027 GLE and GLS get a proper suspension overhaul featuring AMG Ride Control+ air springs and adaptive dampers that can dial body control up or down depending on your mood and the road surface. An electronic locking rear differential puts all that V-8 power to the pavement without relying on brake-based torque vectoring. The active anti-roll system keeps body lean in check when you’re pushing hard, and the air suspension can raise ride height by 0.8 inch for off-road situations or lower it 0.4 inch in Sport modes or when cruising above 75 mph.

In Comfort mode, these are relatively supple for SUVs this size and price. Switch to Sport or Sport+, and the suspension tightens into something genuinely composed—no small feat for vehicles that start in the $130,000 to $150,000 range (and that’s just the 2026 pricing; 2027 models will almost certainly creep higher). This is where Mercedes-AMG earns its keep: delivering real performance feel without sacrificing the isolation and refinement that luxury buyers demand.

The Visual Identity Question

Aesthetically, both vehicles wear the new AMG grille—a design choice that has divided the internet fairly evenly. Mercedes is banking that buyers shopping in this segment care more about the power badge than Instagram aesthetics, which is probably a safe bet. The company’s Manufaktur customization program offers a range of colors, and if you’re building one from scratch, the Yacht Blue interior paired with Moonlight White Magno is the move. It’s the kind of taste-level flex that says, “Yes, I’m spending $150K+ on an SUV, and I know exactly who I am.”

The Bigger Picture: V-8s Aren’t Going Anywhere

What’s genuinely interesting about this announcement is what it signals about the industry’s relationship with large-displacement engines. For years, the narrative has been “electrification or bust.” But the reality is more nuanced. Manufacturers are learning that premium buyers—especially in the SUV segment—still want the drama, the sound, and the visceral response of a proper V-8, even if that engine needs to be emissions-compliant and technologically sophisticated to justify its existence.

Mercedes-AMG is betting that the flat-plane crankshaft, the integrated starter-generator, and the lower-rpm peak power delivery will satisfy both regulators and enthusiasts. It’s a compromise, sure, but it’s one that lets the company keep offering something special. The C63’s four-cylinder and the One’s tiny V-6 tell a different story about where the brand is heading long-term, but in 2027, the GLE and GLS will still carry proper V-8s. That’s not nothing.

Both models start arriving at dealers this fall, and pricing hasn’t been announced yet—though expect a modest bump over the 2026’s $130,000 and $150,000 starting points. If you’re shopping in this territory and you’ve been worried about V-8s disappearing, here’s your answer: they’re not dead, just getting smarter.

Sources: Car and Driver