Back in 2024, Mercedes Benz introduced AMG’s first ‘E Performance’ hybrid system on the S-Class sedan. This Formula 1-derived technology then spread through the wider model range, so for 2026 the S-Class now gets more customization options available through the Manufaktur program to keep Benz, AMG and Maybach-badged sedans all the more exclusive.
To show off more than 50 new paint jobs, 25 new interior colors and additional interior and exterior badging included on the personalization list, Mercedes has built a small fleet of 2025 model year press vehicles equipped with the improvements. I happily borrowed an S 63 E Performance, finished in a sparkling shade of Quartz Blue Metallic, to capture almost exactly 700 miles of highway, city and aggressive driving, perfectly reacquainting me with this sumptuously luxurious sedan that somehow also still hides a sports car under its skin.
The plug-in hybrid E Performance system immediately stands out as a stunningly powerful and impressively efficient powertrain solution. While the addition of F1 technology may seem like an anathema in a sedan that weighs almost 2,000 pounds, AMG has come up with a nifty way to mount the electric motor between the rear wheels. This ensures a better balance, but also a powerful discharge of electrons via two transmission gears. Incredibly, even in full EV mode, the setup can still send power to the front wheels for all-wheel drive.
Although the S 63 can operate in silence, the usable battery capacity of 10.36 kilowatts in practice only results in a handful of kilometers of range. Instead, my attention naturally turned to the combined output of 791 hp and a whopping 1,054 Nm of torque when the electric motor works together with the powerful AMG twin-turbo V8, which can launch this behemoth of a four-door to 100 kilometers per hour in just 2.6 seconds. The feeling of such a large vehicle accelerating so quickly almost boggles the mind, and I enjoyed more than a few throttle hits at the start of my week-long loan. The rear squats first and the nose lifts noticeably as the electric torque hits first. Then the burly V8 wakes up and races through the gears, quickly reaching speeds far beyond common sense or safety.
However, doing this uses up electrons quickly, so for normal driving I usually turned the selector on the steering wheel to B mode, for Battery Hold. This tells the computer to prioritize charge status, while still allowing for electric boost and regenerative braking. But even in this environment, the S 63 can still overtake on the highway with absolutely effortless power, never having to dip deeper than 10 to 15% into the well of torque available at seemingly any speed.
Switch to Sport or Sport+ mode, however, and a completely different character emerges as the V8 engine’s exhaust barks into life with a deep rumble. The rear-axle steering and adaptive suspension provide more agile handling – again somehow beyond the limits of what seems possible when you consider the sheer physics of moving that much mass. Driving along familiar winding canyon roads, the only sign of how much Mercedes and AMG magic has gone into this S-Class was every time the traction control light starts flashing – quite early, considering the amount of load the Michelin Pilot Sport 5 tires have to carry to haul that much weight through corners.
The realization that the ability to reach triple-digit speeds in a nanosecond or cut through corners at the pace of much smaller sports cars makes the S 63 E Performance a surprisingly capable all-rounder, especially because of how serene and quiet the ride becomes on long highway runs. I ran the massage chairs through every other program – with the ventilation on, of course – and the lush, exclusive Amaretto brown nappa leather from Manufaktur almost lulled me to sleep. This $11,250 option adds an orangey tinge to the silky skins in this case, and I suspect that with some patina the upholstery will only age to a deeper, more satisfying shine.
My loaner car also came with the rear captain’s chairs, or more specifically, the Executive Rear Seat Package Plus, along with the Rear Seat Entertainment Package (for $12,050 all-in) that adds more screens for passengers. At 6 feet tall and with long limbs, I adjusted the driver’s seat to my typically preferred position and then climbed into the back to imagine life being driven around town. I stretched my legs and even tried out the massagers in the backseat. Not bad – double sliding roofs overhead and electronically operated window blinds provide the ideal airy feeling, while also providing protection from the sun and privacy from the outside world.
Cocooned for longer rides, I moved my seat further back than normal, rested my head on the plush pillow, then turned on the $6,800 Burmester High-End 4D sound system. Actually, finding music that can maximize the fidelity of the speakers requires more than streaming audio through an app, but by playing better files, the system absolutely transforms even the most well-known songs into brand new experiences. Personally, I don’t like the boosters, which pump almost too much into the otherwise luscious leather and create a feeling of vibration that belies the rest of the serenity in the passenger compartment. But fortunately the system can be turned off, and by turning up the rest of the EQ for a bit more bass, the rest of the speakers can more than compensate.
The entire interior design of this S-Class generation prioritizes the continuity of a luxurious experience, despite the technical improvements, from the controls on the steering wheel to the central touchscreen, but also the textures of the climate grilles and the carbon fiber trim. I wish the carbon weave was extended to the piano-black edge of the main touchscreen, which shows so much fingerprint and glare that the “Manufaktur” script disappears from view almost immediately.
Some other criticisms also emerged from time to time. I experienced low-speed inconsistencies in brake pedal response relatively often when using Comfort mode, as the complex hybrid system seemed to calculate too many variables between regeneration, electric assist, the gas engine and transmission shifting. I noticed that the drivetrain and brakes seemed happier in Battery Hold or Sport modes. And as usual, exploring many of the features requires exploring too many menus in the built-in user interface, including activating my massager settings or turning off the power seat speakers.
Finally, the engine and battery layout at the rear eat up the overall volume of the eternally long sedan, especially in the trunk, which still accommodates two golf bags just fine, but lacks the cavernous bulk typical of four-doors of this size. If all four seats are occupied, an entire weekend of rolling suitcases may not fit easily. Yet everyone in the cabin can enjoy short or long journeys in truly exceptional luxury. As with the other Mercedes-Benz flagship, the G-Wagen, an incredible feeling of high quality radiates from every single contact point in the S 63 E Performance. And I even got about 24 MPG over 700 miles, an impressive feat considering the curb weight and power output, not to mention how much I enjoyed the latter relentlessly.
The new options for 2026 may not improve the S 63 E Performance’s performance given the hybrid system’s potential, barring more substantial updates than normal for a mid-cycle refresh. But as with the Quartz Blue Metallic paint, which looks like baby blue from afar but shows much more depth and flakiness up close than expected, every Manufaktur detail that contributes to the $241,750 MSRP over a $186,200 starting sticker helps to further cement this super sedan’s serious presence.
Images: Michael Van Runkle
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