The most powerful S-Class in the silver star’s 98-year history, the S 63 E Performance illustrates that a fruitful marriage between combustion and electricity is possible and can result in a vehicle with over 1,000 lb-ft of torque and a 0-100 km/h time of 3.3 seconds, enough to outrun a Porsche 911 GT3.

The S 63 E Performance is a plug-in hybrid sedan tuned for straight-line speed and uncompromising road comfort. Like the AMG GT 63 E Performance 4-Door that we recently tested, the S 63 utilizes a hand-built 4.0-litre twin-turbocharged V8 that produces 604 hp and 664 lb-ft of torque on its own, paired with a 9-speed multi-clutch transmission. With the help of a 13.1 kWh lithium-ion battery that is double the capacity of the GT’s (6.1 kWh), a rear-mounted electric motor, and its own two-speed gearbox, the output is ramped up to a combined 791 hp and 1,055 lb-ft of torque. That’s a flipping four-digit torque tally.

The hybrid motor is designed for performance, not fuel economy, so its electric-only driving range is a meagre 26 kilometres – we could only achieve 18 km on a full charge and a combined fuel consumption of 12.2 L/100km. The battery was co-developed with High Performance Powertrains (HPP), that is also responsible for the Mercedes Formula 1 power unit, and they have used their motorsport learnings to ensure the S 63’s electrical powertrain is light, compact, well-cooled, and powerful. Not many automakers today can make such an F1-sourced technology claim.

The S 63 is priced accordingly, at an eye-watering $205,000 before options, which places it next to the Porsche Panamera Turbo E-Hybrid ($223,100). But unlike the Panamera or familial GT 4-Door, this S-Class doesn’t take pleasure in exploding out of corners at full speed nor delight in scything its way along narrow cobbled streets searching for a racetrack to attack. While it can easily embarrass Lamborghinis and Ferraris in those situations, the S 63 feels more at home when cruising below seven-tenths of its capabilities. 

Although it carries a weight penalty and power deficit compared to the more focused GT 63, the S 63 is the more calculated and polished PHEV. It’s not pretending to be a two-door sports car and doesn’t want to be one. Accessing that deep well of power is not intimidating, and finding harmony with the road is easy, as it blasts across continents like a ballistic missile, keeping its five occupants fresh as a daisy. If the GT were an F-35 fighter jet, then the S 63 would be a 787 Dreamliner – less incendiary and more progressive in its acceleration, maintaining high speeds while keeping low G-forces, with lateral movements that are alert rather than rigid, and its occupants treated to massaging seats rather than ejector seats.

We can thank a few notable pieces of tech for their carefree and relaxed behaviour. First is active rear-wheel steering, which can rotate the rear tires up to 4.5 degrees, enhancing the S 63’s agility and dexterity at low speeds and also increasing its stability at higher speeds. The S 63 is also equipped with active engine mounts that ensure better handling and turn-in, and an adaptive air suspension to ensure a pleasant ride. Lastly, the 4MATIC+ all-wheel drive system is fully variable and can send 100% of torque to the rear wheels, maintaining that pure driving feel as you rotate this lengthy yacht around town. 

The powertrain also makes an incredible noise. While its transitions between the two modes of propulsion are seamless, the moment that fire-breathing V8 dragon wakes up, you can feel the gas pedal reverberate under your right foot. Open the exhaust valves in Sport+ mode, and the eight-cylinder war drum roars to its redline, violently pops on downshifts, and ekes out a hairy-chested AMG soundtrack that current E 63 or G 63 owners will be very familiar with. 

More importantly, this is not your typical S-Class cloud-like ride. The S 63 has a sharper edge to it, and while it still swallows compressions with the same competency as the S 580e, it’s rougher and less compliant. Rumble strips vibrate your seat bottom, and you can also hear the bumps more than you can feel them, due to the cabin insulation being less effective. AMG sacrificed its highly vaunted ride fit for monarchs for excellent road control, but we wish they dialled it back more, as there’s no half-sporty S-Class offered like an S 55 or a regular S 63 sans hybrid. Those wanting a medium-spicy S-Class without the penalty of a stiffer ride are sadly out of luck. However, those who prioritize maximum comfort over electric performance will find solace in the more expensive Maybach models, which start at $255,000. 

Aside from the multi-clutch gearbox that still bogs down at low speeds and during indecisive throttle applications, the only issue we have is with the brake pedal. When engaging the brake at low speeds, the pedal is springy during the first 25% of movement. Load past that point and the brakes bite hard and confidently, but that initial sponginess makes it difficult to modulate. Many automakers have been able to make their regenerative brakes feel more conventional, but Mercedes hasn’t done away with it, and the AMG variants of the EQE and EQS all suffer from this same issue. Yet, it begins to make sense when you drive the S 63 more quickly and require more stopping power. In those instances, you pounce on the brake pedal faster and harder, and the bite point becomes more consistent, instilling the driver with an added layer of confidence in bringing this heavy executive sedan to a halt. If the brake pedal required more travel, the S 63 would feel slower and clumsier. On the positive note, we were able to tolerate and acclimate to the pedal during our week-long test drive.

As with all AMGs, the S 63 adopts a vertical-slat grill, the first on any S-Class, and it’s stunning, emitting the kind of brand cache and artisan performance that Jaguar strives for but never seems to achieve. The adopted grill makes the S-Class more distinguishable, as previous models often went unnoticed. Other ways to differentiate it from S-Class stablemates are by looking for the trapezoidal quad exhaust tips, the red S 63 badge on the trunk lid, and the E Performance badges on the side fenders. Unlike the GT 63 E Performance, the electric socket isn’t located above the exhaust pipes. Rather, it’s on the left side of the vehicle, mirroring the right-side fuel tank.

There are several petting zoos worth of leather and cowhide in here and a cornucopia of tech, screens, speaker grills, and haptic buttons. The upholstery is exquisite and the attention to detail is magnificent, from the tactility of the switchgear to the feel of the Alcantara steering wheel with its leather airbag cover, and the smell of the Nappa leather seats. Speaking of which, while supportive in all the right areas and possibly the most volcanically heated seat function in the realm, the AMG seats are not as plush as the ones in the BMW i7 M60, which felt like you sank into them while the bolsters warmly wrapped around you. Nor as upright and well-postured as the seats in the Audi S8 either. Comfort-wise, this one sits in between, no pun intended.

A quick perusal of the configurator reveals you can spend more than $10,000 outfitting the rear cabin with extra amenities. The $6,600 Pinnacle Trim Package adds a nifty feature called rear seat neck heating. Normally reserved for convertibles to traverse in the chillier months, there’s a vent below the headrest that pumps hot air around the occupants. Combine that with the heated and massaging seats, and there’s no cozier throne in the winter. All we’re missing now is a fireplace ASMR video on the rear tablet screens. Headrest pillows and a reclinable first-class-like chair with a footrest are included with that too. You can probably skip your Zopiclone dose now.

Every feature from the Mercedes parts bin has been thrown in as well. That means 4D sound technology that vibrates all four seats according to the beat of the music, dynamic side bolsters that automatically tighten up during corners, heated armrests, rear seat calf massage, heat- and noise-insulating IR-reflecting laminated glass, and the weirdest addition we found, a 3D Driver’s Display for $1,560, which is like peering into a virtual reality kaleidoscope but its straining visuals had us turning it off right away. It was difficult to get used to, much like digital rear-view cameras and the difficulty we have adjusting our eyes’ depth to a flat screen. Our ocular senses weren’t the only ones being stimulated, but our otic ones too, thanks to the pricey but potent Burmester 4D Surround Sound system ($8,320) with 30 speakers and a trunk-mounted subwoofer. But that’s not the reason why its trunk space is so restrictive – you can blame the rear-mounted battery and its mechanical paraphernalia for that.

With so many variants, competitors, and powertrain configurations, who is this S 63 E Performance really for, then? Those who need a one-car solution with F1 tech and do not require meaningful trunk space, those who need an unrestrained S 580e that can out-class dedicated supercars on a cross-country rally, those who require a stimulating sense of occasion on the daily commute with every creature comfort within arm’s reach, and those who want the best from AMG but aren’t quite in the matured age bracket that warrant a Maybach or Bentley. 

The S 63 E Performance is a watershed moment for the brand much like the W140 S-Class was back in 1990, a technological tour-de-force that rewrites the rules and demolishes its competition. And while we wish they outfitted a V12 engine (the M279 is still in production in the Maybach S 680) and called it an S 65 instead, we’re aware of the importance of marketing and sourcing their technology from their Formula 1 team, hence the high-performance battery integration and E Performance badges. A superior product to AMG’s own GT 63 in terms of usability and functionality, the S 63 E Performance brandishes its four-figure torque rating with pride, and its delicate combination of mechanical and electronic brilliance has left us with a lasting impression.

Specifications:

Model: 2024 Mercedes-AMG S 63 E Performance Sedan Edition 1
Paint Type: Alpine Grey
Base Price: $205,000
Price as Tested: $269,730
Wheelbase(mm): 3,216
Length/Width/Height (mm): 5,336 / 1,921 / 1,515
Curb weight (kg): 2,595
Engine: 4.0-litre twin-turbocharged V8, 150kW electric motor, 13.1 kWh lithium-ion battery
Horsepower: 791 hp @ 5,500 – 6,500 rpm
Torque: 1,055 lb-ft @ 2,500 – 4,500 rpm
Transmission: 9-speed multi-clutch transmission
Engine & Drive Configuration: Front engine, AWD
Observed Fuel Consumption (L/100km): 12.2
Tires: 21-inch; Michelin Pilot Sport 4S