Mercedes-Benz introduced the first “E Performance” hybrid system from AMG in the S-Class sedan as early as 2024. This technology derived from Formula 1 then spread to the broader model range, so that from 2026 the S-Class will receive more individualization options via the manufacturing program in order to keep sedans with Benz, AMG and Maybach emblems even more exclusive.
To showcase more than 50 new paint finishes, 25 new interior colors and additional emblems inside or out added to 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, painted in a sparkling Quartz Blue metallic finish, to cover almost exactly 700 miles of highway, city and aggressive driving that reacquainted me perfectly with this opulent luxury sedan that somehow still hides a sports car under the skin.
The plug-in hybrid E-Performance system immediately stands out as an astonishingly powerful and impressively efficient drive solution. While fitting Formula 1 technology into a sedan that weighs nearly 6,000 pounds may seem anathema, AMG has found a clever way to mount the electric motor between the rear wheels. This allows for better balance, but also a powerful discharge of electrons effectively across 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 drive silently, the 10.36 kilowatts of usable battery capacity only results in a range of a few kilometers in real driving conditions. Instead, my focus naturally turned to the combined output of 791 hp and a whopping 1,054 lb-ft of torque when the electric motor works in tandem with the beefy AMG twin-turbo V8, which can propel this behemoth of a four-door to 60 mph in just 2.6 seconds. The feeling of such a large vehicle accelerating so quickly is almost mind-boggling, and I enjoyed more than a few presses of the accelerator at the start of my week-long loan. The tail squats first, the nose noticeably lifting as the electric torque arrives first. Then the burly V8 engine wakes up and races through the gears, quickly reaching speeds far beyond reason and safety.
However, this quickly uses up electrons, so during normal driving I usually turn the selector on the steering wheel to B mode to preserve the battery. This tells the computer to prioritize state of charge while allowing electric boost and regenerative braking. But even in this setting, the S 63 can handle highway overtaking maneuvers with absolutely effortless performance, never needing to dip deeper than 10 or 15% into the torque source that’s seemingly available at any rpm.
However, switch to Sport or Sport+ mode and a completely different character emerges as the V8 engine’s exhaust comes to life with a deep rumble. The rear-axle steering and the adaptive chassis ensure more agile driving behavior – again something beyond the limits of what seems possible given the pure physics of moving such large masses. As I raced along familiar, winding canyon roads, the only indication of how much Mercedes and AMG magic was in this S-Class was every time the traction control light started flashing – pretty early, considering how much load the Michelin Pilot Sport 5 tires have to carry to carry so much weight through corners.
Considering that the ability to reach triple-digit speeds in a nanosecond or blast through corners at the speed of much smaller sports cars makes the S 63 E Performance a surprisingly capable all-rounder, especially due to the smooth and quiet ride it offers during long-distance highway driving. I left the massage seats running in every program – with the ventilation switched on, of course – and the elaborate, manufactory-exclusive Amaretto Brown Nappa leather almost lulled me to sleep. In this case, this $11,250 option adds an orange hue to the silky-smooth hides, and I suspect that with some patina the upholstery will only age to a deeper, more pleasing sheen.
My rental car was also equipped with the rear captain’s chairs, specifically the Executive Rear Seat Package Plus, along with the Rear Seat Entertainment package (for a total of $12,050), which offers more screens for passengers. At six feet tall and long-limbed, I placed the driver’s seat in my typical favorite position and then climbed into the back seat to imagine myself being chauffeured around town. I stretched my legs and even tried out the massagers in the back seat. Not bad – double sunroofs and electronically controlled window blinds provide the ideal feeling of air, but at the same time offer protection from the sun and privacy from the outside world.
For longer cocooned rides, I reclined my seat further back than normal, rested my head on the plush pillow, and then cranked up the $6,800 Burmester high-end 4D sound system. Actually, finding music that maximizes speaker fidelity requires more than streaming audio through an app, but with better file playback, the system transforms even the most well-known songs into entirely new experiences. Personally, I don’t like the seat exciters, which pump almost too much into the otherwise lush leather and create a feeling of vibration that overshadows the rest of the peace and quiet in the cabin. Fortunately, the system can be turned off, and by boosting the rest of the EQ for a little more bass, the rest of the speakers can more than compensate.
The entire interior design of this S-Class generation focuses on the continuity of a luxurious experience despite the technical improvements, from the driver’s controls on the steering wheel to the central touchscreen – but also in the textures of the air conditioning vents and the carbon fiber trim. I wish the carbon weave extended to the main touchscreen’s piano-black surround, which attracts fingerprints and glare to such an extent that the “Manufactory” lettering disappears from view almost immediately.
Some other criticisms also emerged occasionally. When using Comfort mode, inconsistencies in brake pedal response were relatively common at low speeds as the complex hybrid system seemed to calculate too many variables between recuperation, electric assistance, petrol engine and transmission shifting. I found the drivetrain and brakes seemed happier in Battery Hold or Sport mode. And as always, diving into many of the features requires exploring too many menus in the built-in interface, including activating my massage settings or turning off the seat exciter speakers.
Finally, the arrangement of the rear motor and battery eats up the overall volume of the eternally long sedan, especially in the trunk, which should still have space for two golf bags but lacks the cavernous maw typical of four-door cars of this size. With all four spaces occupied, a weekend full of rolling suitcases may not fit in easily. Yet everyone in the cabin can enjoy short or long journeys in truly exceptional luxury. As with Mercedes-Benz’s other flagship, the G-Wagen, the S 63 E Performance exudes an incredible sense of sophisticated quality at every single touchpoint. And I even managed around 24 MPG in 700 miles of driving, an impressive feat considering the curb weight and performance, not to mention how much I enjoyed the latter non-stop.
Given the potential of the hybrid system, the new options for 2026 may not improve the overall performance of the S 63 E Performance unless more extensive updates are made than is typical with a mid-cycle refresh. But like the Quartz Blue metallic paint, which resembles a baby blue from a distance but shows far more depth and chipping than expected up close, every factory detail helps give this car an MSRP of $241,750 (over a starting sticker of $186,200) and further reinforces this super sedan’s serious presence.
Images: Michael Van Runkle
