Mercedes-AMG E 53: A blend of power, hybrid tech, and luxury
AMG has recently been alternating between impressing and shocking with its new releases. Now, it's time to experience the new E-Class from the master accelerators in Affalterbach. The E 53 packs a lot of power and high-tech features, and technically speaking, it shouldn't drive as it does. So, is it amazement, shock, or both?
Mercedes-AMG has faced severe criticism for its bold moves. Customers literally "didn’t buy" the new concept of the C 63 model, which replaced the characteristic four-litre V8 with a two-litre, four-cylinder engine with a unique plug-in hybrid system. Even futuristic electric AMG models have not particularly captured clients’ attention, as they still prefer roaring combustion models.
A few months ago, AMG representatives swore there were no plans to bring back the V8 in mid-class models. There are rumours of a comeback – especially since Mercedes CEO Ola Källenius admitted that market data demands reevaluating rapid electrification plans and maintaining combustion variants longer than initially planned.
Reactions to models like the AMG CLE 53 gave the management a clear signal about what customers expect from Mercedes' sports sub-brand. Unlike the C 63 sedan and wagon, the elegant coupe employs a three-litre inline-six engine supported only by a mild-hybrid system. Now, this 449-horsepower engine has made its way to the E 53—the first AMG E-Class of the W214 generation.
However, in the E 53, the driver has a total of 585 hp and torque of 553 lb-ft; during dynamic launches with the Race Start procedure, it can reach 612 hp. Not long ago, such values were reserved for eight-cylinder engines. Now, they are achievable based on a three-litre inline-six coupled with an electric motor – the E 53 is, in fact, a plug-in hybrid with impressive electric capabilities. Officially, this model is called the Mercedes-AMG E 53 Hybrid 4Matic+. We won’t repeatedly mention this full name; note that it doesn't include "E Performance" or "S," which appear in top AMG hybrids. In short, this isn't AMG's last word on the W214 E-Class.
The synchronous electric motor is compact enough to fit in the 9-speed AMG Speedshift TCT transmission (a classic automatic). Its 218 hp (163 kW) and torque of 354 lb-ft (480 Nm) provide efficient, emission-free driving for over 100 km on a single charge. The battery has a gross capacity of 28.6 kWh, with a usable 21.2 kWh. AMG explains the relatively large buffer with the need to maintain an energy reserve for hybrid mode boosting. The energy storage is significantly larger than in the mentioned C 63, where it mainly serves to boost.
The battery can be charged conventionally with the onboard 11-kW AC charger or, optionally, using a DC fast charger up to 60 kW via a CCS connector. This allows increasing the energy reserve from 10 to 80 percent during a 20-minute stop – not many plug-in hybrids can do this, making everyday electric driving more convenient.
In electric mode, the maximum speed is 140 km/h. While acceleration above 120 km/h requires patience, the electric motor handles competently at urban speeds. It’s a different story in hybrid mode: with 612 hp at work, 0 to 100 km/h takes just 3.8 seconds, and the wagon version needs 3.9 seconds.
Breaking the 4-second barrier is only possible with the optional AMG Dynamic Plus package. This includes temporarily boosting power from 585 to 612 hp plus dynamic engine mounts that use electromagnets and magnetic fluid to change their stiffness. The $4,200 package includes a stronger braking system (39-centimetre front discs with six-piston callipers) and a sporty rear-axle differential with a locking feature. Without the Dynamic Plus package, the 0-100 km/h acceleration worsens by just 0.2 seconds. To exceed 250 km/h and leave powerful diesels behind on the German autobahn, the AMG Driver’s Package, priced at $2,600, is necessary – it raises the limit to 280 km/h.
The styling of the E 53 noticeably emphasizes the model’s dynamic potential: fenders are 11 millimetres wider on each side, the AMG “Panamericana” grille has a strong presence and illumination, and a small spoiler crowns the trunk lid. AMG-style bumpers feature larger air intakes at the front and four round exhaust tips at the rear. They aren't “fake,” but they are not a true extension since there's no physical connection to the exhaust.
The standard 48-centimetre wheels probably provide more comfort, and I always recommend moderation in wheel selection. But looking at the forged, thin-spoke 53-centimetre wheels, I couldn’t even resist them. The classic design perfectly fits, or in new-speak: “it stands out.” However, I do not like one detail: the dummy vent on the fender with awkwardly integrated lettering below it. It looks hurriedly designed without much thought. Maybe AI?
Tempted by the sight of the E 53 wagon, I’ll take the less popular, but in my opinion, more characterful, prettier, and naturally more practical version of the E 53 for a spin. Unfortunately, we must consider the cargo capacity of the hybrid AMG: the large traction battery under the trunk floor means there's no underfloor storage compartment, and the floor itself is slightly higher than the loading edge. Instead of 615 litres like the civilian E-Class wagon, the E 53 holds 461 litres. Still, it’s better than the previous generation hybrid E-Class, which had just a step in the trunk.
The cabin is entirely futuristic, with a minimalist, noble design that features two or even three screens. My advice: skip the second setup, the optional Superscreen. Instead of a huge glass panel that collects dust and fingerprints just by looking at it, I’d prefer a piece of standard decorative veneer or carbon fibre on the dashboard. Though incredibly expensive ($4,200), it distinctly highlights that you’re dealing with AMG.
Without the third screen, the passenger can watch movies on their own iPad when bored, and essential information is supplemented by the first-rate, highly customizable head-up display for the driver. Ordering the Superscreen leaves only the front part of the console on the tunnel decorated with veneer or carbon – which, given that you usually drive with the cover slid back, leaves very little decorative area to admire.
To my surprise, Mercedes no longer allows you to customize decorative trims on the doors: the background of the seat control panel is always "piano black," and the buttons' surroundings are always silver. Upon request, Mercedes will only change the leather side panel colour according to the selected seat upholstery.
Regarding seats, you can go all out and order bucket seats – in line with the trend, they have a hidden “tickle” function, meaning the rear passenger can tickle the driver through the backrest holes. The high sides make the seat so narrow that if you wear size 34 jeans at the waist, it might feel a bit tight – you can only adjust the backrest sides. Honestly, the standard sports seats lack anything, maybe except for the “tickle” function.
Buttons in modern Mercedes cockpits are scarce, and sometimes, you might need calmness pills while trying to operate the touch fields on the steering wheel. But I must give Mercedes-AMG credit for two things: the intuitive multimedia system interface, and the multifunctional satellites with small screens on the steering wheel for changing driving modes and component settings are unbeatable.
The driver has seven driving modes, each with its purpose: slippery, battery charging while driving, electric, comfort, sport, sport plus, and individual. In electric mode, I covered 80 kilometres on local roads and highways during the first drives. Average consumption: 23.2 kWh/100 km. But the battery was charged to just under 90 percent at the start. At lower speeds, the 100 km claimed by AMG on a single charge should be achievable.
Power is transmitted through the gearbox during electric driving, and gear changes can be felt, making the ride not as smooth as in a typical electric vehicle – but still relaxing. If the situation demands, you can press the gas pedal harder, overcoming a noticeable resistance, and thus start the combustion engine.
The silence in electric mode is enjoyable, but the hum of the inline-six also has class, and its sudden appearance doesn’t annoy the ears. It sounds fantastic at low revs and doesn't consume much: after the energy reserve is exhausted, the E 53 needed 10.7 L/100 km on a very varied route from Bavaria to Austria, including both highways (partially without speed limits) and side roads. On a calmly driven section, the 612-horsepower Mercedes-AMG even settled for 6 L/100 km.
In comfort mode (the default hybrid mode), the combustion engine and electric motor work in perfect harmony and understanding of their roles. The combustion engine disconnects whenever possible, leaving the electric motor to shine. At that point, you can control the regenerative braking settings with paddles on the steering wheel. Three settings are available, including an automatic mode. Regenerative braking is strong enough to talk about almost one-pedal driving.
In sport mode, the combustion engine remains on, and the powertrain responds more willingly to the gas pedal. In Sport Plus mode, the drivetrain’s senses and reactions become sharper, but despite the combined torque of 553 lb-ft, the thrust isn't as violent as you might expect. Even in a low gear, pressing the gas pedal to be pinned to the seat feels subjectively slightly too long.
But when the electric-combustion powertrain finally pulls, it does so fiercely. Yet, where’s the expected AMG brutality? The electric motor's instant torque? It might be an issue with the gearbox, which doesn't operate as swiftly as the multi-clutch systems known from other AMGs. Or perhaps it's about leaving some room for dissatisfaction for the potential E 63 S?
Or maybe it’s about weight. The E 53, with its hybrid ballast, is extremely heavy. As a sedan, it weighs 2,315 kg, and the wagon is 45 kilograms heavier. With the driver, it’s 2,435 kg. That’s usually the weight of SUVs! Unless they are plug-in hybrids, the situation gets desperate, reaching even 2,800-2,900 kg.
I’m not the slimmest, so I envy body-positive sports cars for their creators’ tricks. The Mercedes-AMG E 53, for instance, comes standard with rear-wheel steering. Up to 100 km/h, the rear axle turns in the opposite direction to the front and, above this speed, in the same direction. The maximum steering angle is 2.5°.
This feature gives the heavy E 53 impressive agility and coupled with excellent Michelin Pilot Sport 4S tires; it also provides outstanding traction. On a winding alpine road, I couldn’t complain about a lack of control and responsiveness from the E 53 – it grips the asphalt excellently. The variable-ratio steering system is also superbly calibrated for such a heavy car; it’s quickly intuitive and allows precise aiming at the apex of corners. The 4Matic+ drive can direct up to 100 percent of the torque to the rear wheels, which, combined with a sporty differential, allows for slight rear-axle slides when the driver demands it with the right foot.
However, braking is harder to deal with. It is effective, but unfortunately, the pedal response is abrupt. The culprit is the regenerative system: in the first phase of deceleration, the electric motor recuperates primarily energy. Only with stronger braking do the brakes activate. This blending—a seamless transition between the two systems—is extremely difficult to master, and during the first drives, I didn’t reach satisfying proficiency in smooth braking during dynamic driving.
AMG stiffened the E-Class body shell compared to standard versions and implemented its proprietary adaptive suspension system, AMG Ride Control. Two valves on each damper allow for more precise compression and rebound control: the damping of irregularities is excellent, even with the largest available wheels and lowest-profile tires. Of course, the car doesn’t float, as that's not AMG’s intention, but engineers managed to balance between non-tiring everyday driving and occasional sprinting through a series of curves and bends.
When I heard how much the E 53 weighs, I thought, “so much for driving fun.” Once again, I was pleasantly surprised behind the wheel and realized that weight doesn’t have to overshadow driving pleasure. Especially when considering the versatility of this model and the possibility of moving around 100 km emission-free daily, as well as a relatively economical hybrid mode on longer routes.
Are AMG customers looking for this? It’s another question. They will undoubtedly appreciate the precise handling, high stability when using the full potential of the powertrain, excellent comfort, and the appealing sound of the inline-six. However, those seeking stronger thrills must patiently wait for the E 63. The E 53 offers a broad spectrum of possibilities, but it has not yet exhausted the limits of what Affalterbach can achieve.
