Does putting an 816-horsepower drivetrain into a 2+2 convertible make sense? Ask us, and we'd say "no", but that's probably why we don't work at AMG. The marriage between the SL and the E Performance drivetrain is one of those things you didn't know you needed until you drove it.

At a first glance, you’d never know this wasn’t just a regular Mercedes-AMG SL 63 S. Same sharp looks, same aggressive stance, same “don’t mess with me” vibe. Only subtle aesthetic differences set the car apart from its non-hybrid brethren. And as German consistency dictates, the differences follow the same principle as we see on the GT 4-door: red outlines on the badges, a charging port on the rear bumper, and slightly different air ducts up front. Other differences hide in the equipment, like standard ceramics, or in the car's hardware under the elegantly shaped panels. Want to read more about that P3 hybrid tech? Then head over to our review of the 4-door GT here or dive into AMG's own YouTube video.

Yet, despite it not being visibly very different, the E Performance seems to be from another world in terms of how it drives. That refers not only to non-hybrid SLs but also to other cars. The amount of power available, 816 horsepower and 1400 Nm in full boost, is otherworldly. Mix in the absurd build quality the SL already had, and you're constantly short on superlatives to describe the brutalism this car can muster.

Trained necks

The Mercedes-AMG SL 63 S E Performance is about 200 kilos heavier than the non-hybrid version due to the hybrid tech, though most of that weight sits on the rear axle. Translation: it feels planted in an oddly satisfying way—like the car’s been hitting the gym just for leg day (which Kenny should do too). And the car's personality shifts with every drive mode, ranging from a cruiser to a machine that requires a trained neck. Also at play here is the suspension we know from its GT sibling, which is impressively good at hiding the nearly 2.3 metric tonnes.

Comfort mode is the polite one in the family: it quietly switches between electric and V8 without you really noticing. Push the car harder though, and the V8 just takes over. And then there’s the silent launch. You press the pedal, and it rolls forward with zero sound. Often, you wonder if the car has even started. It feels almost comically absurd—like sneaking out of the driveway in a car that’s usually anything but subtle.

Sport mode? Honestly, it feels like it only exists to keep the engine from shutting off every time you lift your foot in Comfort mode. Nice for warming things up, but let’s be real: you’ll skip straight to Sport Plus or Race once the oil heats up. Add to that the regen, which you can tweak with the paddles on the steering wheel—satisfying in a very “I’m in control freak” kind of way.

German Wizard

I'm sure I've compared magicians and people from Affalterbach once before (admittedly, I'm also too lazy to look it up), and this SL feels like another concoction that defies reality. Not only does it reach its claimed time from zero to a hundred in 2,9 seconds, it does so in any weather. Although unleashing the 1420 Newton-meters in any weather does give wheel spin on all four tires, nine out of ten times, that torque makes you feel like a kid on a rollercoaster. I sadly didn't have enough road or legal space to test the 319 km/h top speed, but I have no doubt the drivetrain will get this SL there. But 0-200 was met in under 10 seconds repeatedly.

Not everything fits

One of the unexpected highlights? The battery dynamics screen on the dashboard. Honestly, I didn’t think I’d care, but it’s ridiculously entertaining. Watching those little energy flows hopping around feels like you’re playing a video game while driving a six-figure sports car. Unnecessary… but also kind of addictive.

But of course, it’s not all perfect. The trunk is small. Really small. So, unless you’ve mastered the art of minimalist packing, forget about bringing more than a weekend bag. Then again, if practicality were your priority, I advise you to get the version with two extra doors. I'm referring to the GT 63 S E Performance 4 Door Coupe, of course.

MANUFAKTUR

Added to the 2024 SL models is the customisation service Mercedes-Benz calls MANUFAKTUR. Yes, in capital letters too. This customisation translates into 8 flavors of absurdly fancy paint for the exterior, seats stitched in the infamous diamond pattern, and, of course, a badge prominently placed on the center console. There are 7 MANUFAKTUR colors to choose from for the interior, ranging from blue to red. The fancy part here is that the steering wheel and other parts of the interior follow this choice. Which is to be expected when adding nearly 18k to the pricetag of the car I tested.

And whilst we're on the subject of pricing, the price tag of the most powerful SL starts at € 237.281 here in Belgium. As tested, the Mercedes-AMG SL 63 S E Performance weighed in at € 269.612. Worth it? Yes, without a doubt.

Fan Boy, No lie

After three, maybe four sentences, you should have noticed I’m a big, big fan of the Mercedes-AMG SL 63 S E Performance. So yes, my final verdict is anything but objective. But then again, that’s why you’re here, right? To read about more than just facts and numbers?!

Before getting the keys to this E Performance machine, I was expecting it to be like the GT 4-door. But I couldn’t be more off. There are major similarities in the drivetrain, sure, but the whole open-top experience and said drivetrain is otherworldly (and so are the brakes by the way). Combine that with the high-level interior finish, looks to die for, wizardly suspension, and one can only conclude the marriage between the SL and this E Performance drivetrain is in a league of its own. It will give drivers a whole new vocabulary of superlatives to describe the raw power, brutal acceleration, and immaculate build quality. But then again, costing 270k, it should do just that.

Brutalism Chique | 2024 Mercedes-AMG SL 63 S E Performance Tested