Back in 2024, Mercedes-Benz introduced AMG’s first ‘E Performance’ hybrid system on the S-Class sedan. This Formula 1-derived technology then proceeded to proliferate through the broader model lineup, so for 2026, the S-Class now receives more customization options available through the Manufaktur program to keep sedans bearing Benz, AMG, and Maybach badging all the more exclusive.
To show off more than 50 new paint jobs, 25 new interior colors, and additional badging inside or out that join the personalization list, Mercedes built a small fleet of model year 2025 press vehicles equipped with the enhancements. I happily borrowed an S 63 E Performance, finished in a sparkling shade of Quartz Blue Metallic, to log almost exactly 700 miles of highway, city, and aggressive driving that perfectly reacquainted me with this opulently luxurious sedan that somehow also still hides a sports car beneath the skin.
The plug-in hybrid E Performance system stands out immediately as a stunningly powerful and impressively efficient powertrain solution. Though the inclusion of F1 tech might seem anathema in a sedan that weighs nearly 6,000 pounds, AMG figured out a nifty means of mounting the electric motor between the rear wheels. This allows for better balance, but also powerful discharge of electrons effectively through two transmission gears – incredibly, the setup can still send power forward to the front wheels for all-wheel drive in full EV mode, too.
Though the S 63 can therefore run in silence, the 10.36 kilowatts of usable battery capacity only result in a handful of miles of range in real-world driving. Instead, my focus naturally turned to the combined output of 791 horsepower and a whopping 1,054 lb-ft of torque when the electric motor works in concert with the beefy AMG twin-turbo V8, which can launch this behemoth of a four-door to 60 miles an hour in just 2.6 seconds. The sensation of such a large vehicle accelerating so quickly almost boggles the mind, and I enjoyed more than a few romps of the throttle pedal early in my week-long loan. The tail end squats first, nose lifting noticeably as the electric torque hits first. Then the burly V8 wakes up to rip through gears, quickly hitting speeds far in excess of sanity or safety.
Doing so eats up electrons quickly, though, so for normal driving, I typically spun the selector dial on the steering wheel to B mode, for Battery Hold. This tells the computer to prioritize state of charge, while still allowing some electric boost and regenerative braking. Even in this setting, though, the S 63 can still manage highway overtaking with absolutely effortless power, never needing to dip deeper than 10 or 15% into the wellspring of torque available at seemingly any RPM.
Spin over to Sport or Sport+ mode, though, and a whole different nature emerges as the V8 engine’s exhaust barks to life with a deep rumble. Rear-axle steering and adaptive suspension help to impart more nimble handling characteristics – again, somehow beyond the limits of what seems possible when considering the sheer physics of moving so much mass. As I hustled up familiar twisting canyon roads, the only cue of how much Mercedes and AMG magic went into this S-Class comes with every time the traction control light starts to blink – quite early, given how much load the Michelin Pilot Sport 5 tires need to carry to haul so much weight through corners.
Comprehending that the ability to hit triple-digit speeds in a nanosecond or carve through turns 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 for long-distance highway cruising. I kept the massaging seats running through every different program – ventilation on too, of course – and the lavish Manufaktur-exclusive Amaretto Brown Nappa Leather almost lulled me to sleep. This $11,250 option in this case adds an orange-ish hue to the silky-smooth hides, and I suspect that with some patina, the upholstery will only age into a deeper, more satisfying sheen.
My loaner also arrived 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 six-foot-one with long limbs, I set the driver’s seat in my typical preferred position and then climbed in back to imagine life being chauffeured around town. Stretching out my legs, I even tried out the rear seat massagers. Not bad – dual sunroofs overhead and electronically controlled window shades allow for the ideal airy sensation, but also protection from the sun and privacy from the outside world, all at the same time.
Inside the cocoon for longer drives, I reclined my seat further back than normal, leaned my head onto the plush pillow, and then cranked up the $6,800 Burmester High-End 4D sound system. Actually, finding music that can max out the fidelity of the speakers requires more than streaming audio off an app, but with better files playing, the system absolutely transforms even the most familiar songs into brand-new experiences. Personally, I don’t enjoy the seat exciters, which pump almost too much into the otherwise sumptuous leather and create a sense of vibration that belies the rest of the serenity within the passenger compartment. But the system can turn off, luckily, and by cueing up the rest of the EQ for a bit more bass, the rest of the speakers can more than compensate.
The whole interior design of this S-Class generation prioritizes the continuity of a luxurious experience despite the tech enhancements, from the driver’s controls on the steering wheel to the central touchscreen – but also the textures of the climate vents and carbon-fiber trim. I do wish the carbon weave extended to the piano black surround of the main touchscreen, which draws fingerprints and glare so much that the “Manufaktur” script disappears from sight almost immediately.
A few other critiques popped up occasionally, too. I experienced relatively frequent low-speed inconsistencies in the brake pedal’s response when using Comfort mode, as the complex hybrid system seemed to calculate too many variables between regen, electric assist, the gas engine, and transmission shifting. I found the powertrain and brakes seemed happier in Battery Hold or the Sport modes. And as usual, dipping into many of the features requires exploring too many menus in the onboard user interface, including activating my massager settings or turning off the seat exciter speakers.
Lastly, the rear motor and battery layout eat into total volume within the eternally long sedan, especially in the trunk, which should still hold two golf bags just fine, but lacks the cavernous maw typical of four-doors this size. With all four seats occupied, a full weekend of rolling suitcases might not fit easily. Still, everyone in the cabin will enjoy short or long drives in truly outstanding luxury. As with Mercedes-Benz’s other flagship, the G-Wagen, an incredible sense of highly engineered quality emanates from every single touchpoint in the S 63 E Performance. And I even managed around 24 MPG across 700 miles of driving, an impressive feat given the curb weight and power output, not to mention how much I incessantly enjoyed the latter.
The new options for 2026 might not improve the outright performance of the S 63 E Performance, given the potential of the hybrid system, barring more substantial updates than typical for a mid-cycle refresh. But as with the Quartz Blue Metallic paint, which resembles a baby blue from afar but shows far more depth and flake up close than expected, each Manufaktur detail contributing to this car’s $241,750 MSRP above a $186,200 starting sticker helps to further amplify the serious presence of this super sedan.
Images: Michael Van Runkle
