The Mercedes AMG E 53 has made its comeback, transitioning from some cylinders to a charge port and batteries, delivering more power while also adding weight.
The 2025 Mercedes-Benz E 53 Hybrid is now arriving at dealers across the U.S., and it offers improved speed and significantly enhanced power compared to its predecessor. However, it is also heavier and, during a brief winter driving experience, it lacked the aggressive AMG roar that enthusiasts expect.
I spent two days navigating the chilly streets of Stuttgart and the slick, snowy roads of the Austrian Alps in the latest E 53. The AMG E 53 raises several questions, the most prominent being: what do you want it to embody?
Mercedes AMG E 53 Hybrid: increased power, diminished aggression
I pressed the stop/start button located near the steering column in the Euro-spec E 53 Hybrid, yet no dramatic flair followed. There was no engine roar; just silence.
Welcome to the evolution of AMG, even when it’s backed by a gas engine. We are indeed in a strange period.
The vehicle was operational, but the engine had yet to engage. It was powered solely by the 21.2-kwh (usable) battery pack that drives the 161-hp and 354 lb-ft electric motor. According to Mercedes, the battery can recharge at a speed of up to 60 kW when connected to a DC fast charger (with a standard CCS port located on the driver’s side). This allows for a 10-80% charging cycle of approximately 20 minutes, as stated by Mercedes. Additionally, a 9.6-kW onboard charger activates when connected to a Level 2 AC charger, capable of recharging the E 53 battery from 0-100% in 2.8 hours.
Drivers able to manage their acceleration can achieve up to 42 miles of all-electric range as per the EPA’s rating. My test vehicle displayed a total range of 44 miles at full charge, despite outside temperatures hovering at around 30 degrees.
The combination of the 3.0-liter turbocharged inline-six and the electric motor generates a total of 577 hp and 533 lb-ft of torque. Moreover, by opting for the AMG Dynamics Package, total system output can temporarily spike to 604 hp. That’s on par with the outgoing V-8-powered E 63, but with two fewer cylinders.
As I exited the Mercedes’ Center of Excellence parking lot in Stuttgart—home to the Mercedes Manufaktur delivery event—the 9-speed automatic transmission, which is paired with the electric motor, smoothly shifted through gears even while in EV-only mode with a full charge. The automatic transmission is designed to work seamlessly with both the internal combustion engine and electric motor, ensuring smooth power delivery and performance, as claimed by the manufacturer. According to Mercedes, the car can reach speeds of up to 87 mph while operating solely in electric mode, although I did not test this claim.
After navigating a few corners on side streets, I took the sedan onto the Autobahn. Even equipped with performance Michelin Alpin 5 winter tires, the AMG E 53 maintained excellent stability and comfort, effortlessly cruising at 121 mph for the lengthy journey to the Austrian Alps. Mercedes caps the top speed of the E 53 Hybrid at 155 mph, but this can be unlocked to 174 mph with the AMG Dynamic Plus Package available for $3,150. I refrained from testing the top speed of the E 53 Hybrid, I promise.
The power is present, but the aggressive edge seems diminished. After decelerating for traffic—it’s as if other drivers didn’t recognize that this is the Autobahn with no limits—I pressed the accelerator fully. The vehicle pushed me back into my seat, albeit without the fierce intensity of the Cadillac CT5-V Blackwing or even the E 63. The previous E 53 had a similar issue; I mentioned it needed a more liberating experience. The new E 53 Hybrid simply accelerates with more intent, complemented by synthetic inline-six sounds emanating from the dashboard.
It’s not sluggish by any means. Mercedes states that it can achieve a 0-60 mph time of 3.7 seconds with launch control engaged. That’s 0.4 seconds slower than the outgoing E 63, but 0.6 seconds faster than the prior E 53.
The E 53 Hybrid has gained weight
Clocking in at 5,280 pounds, the E 53 Hybrid has added a hefty 904 pounds compared to its predecessor. This isn’t just a temporary weight gain; it feels more like a midlife crisis weight gain.
It’s weight that isn’t visually apparent. It’s concealed beneath the exterior, incorporated in the hybrid system’s electric motor and battery pack.
On the highway, it’s challenging to notice the extra weight, thanks to the finely tuned adaptive dampers. In comfort mode, the ride remains balanced without the undulations often associated with the EQE SUV. The Sport and Sport+ modes deliver increased firmness without becoming excessively harsh, although the German Autobahn is far from the rough pavement found in the Midwest U.S. These adaptive dampers work in conjunction with stiffer steel springs and MercedesAMG’s Active Ride Control system substitutes traditional anti-roll bars with a hydraulic solution. Standard rear-wheel steering also enhances maneuverability, effectively reducing the vehicle’s size while navigating corners.
The Austrian Alps were cloaked in snow, with deceptive black ice beneath. My ascent was undertaken at a cautious pace. Future evaluations will determine how the added weight of the E 53 influences its handling during tight turns.
Mercedes E 53 Hybrid’s Regenerative Braking Limitations
The E 53 Hybrid is equipped with four regenerative braking modes, but I found none of them particularly satisfactory, with one being rather vexing.
In electric-only mode, the paddle shifters on the steering wheel take on the role of regenerative braking controls. The three available levels of regeneration—D-, D, and D+—offer varying degrees of feedback, with D- delivering the strongest regen. However, none of these modes allow for one-pedal driving, and none effectively halt the vehicle during my brief trials.
The situation becomes more cumbersome in Comfort mode, which transitions the system into full hybrid operation, focusing on utilizing the electric motor whenever feasible. This mode activates what Mercedes refers to as D Auto for regenerative braking; however, it is entirely variable and integrates with the adaptive cruise control and safety systems, resulting in unpredictability.
For instance, should someone named Joel be legally traveling at 121 mph on the Autobahn and another vehicle merges into his lane, the system would engage regenerative braking at an inconsistent and varying rate. Since the driver has no control over this feature, it can lead to a jarring experience.
To evade this setup while in hybrid mode, one must switch to Sport or Sport+ drive modes, which deactivates regenerative braking. However, these modes also prompt downshifting and maintain higher revs, enhancing throttle response and stiffening the adaptive dampers—conditions not suited for every driving scenario.
Unlike the EQE, the E 53 Hybrid’s brake pedal offers a sense of bite and avoids the wooden feel noted in the EQE, an issue Mercedes claims to have addressed for the 2024 model. Yet, this bite can present itself unexpectedly early in the travel of the pedal.
Subtle Downplaying of AMG Features in the E 53 Hybrid
Aside from the AMG badge, there are only a few indicators of the E 53’s AMG engineering.
The front grille features the now-familiar AMG Panamericana design, and the lower fascia has been accentuated with larger intakes. The driver-side intake is open for the turbo-6’s intercooler, while the passenger-side intake is sealed off to optimize aerodynamics. Air curtains on either side of the front bumper direct airflow to the drilled front rotors. Although the fenders include faux vents that appear rather unnecessary, the rear showcases quad exhaust enhancements. A $1,750 carbon fiber package can add a sleek touch to the exterior, but opinions on its necessity are mixed.
Inside, the E-Class continues its classic design with a 12.3-inch digital display and a 14.4-inch touchscreen featuring the same interface as the latest Mercedes EVs. My test vehicle came with high-back sport bucket seats priced at $3,250. While I found them comfortable, individuals larger than my medium 5-foot-10 frame might find the lower back area restrictive. The AMG sporty flat-bottom steering wheel showcases a touch-sensitive slider for volume control, though it doesn’t rank high on the ergonomic scale.
Pricing That Approaches EQE Territory
The **2025 Mercedes-Benz AMG E 53 Hybrid starts at $89,150**, which includes a destination fee of $1,150. This base price comes without any options, which are practically essential. Features like sport bucket seats, the Burmester 4D surround-sound system, and digital headlights with projection capabilities elevate the experience significantly.
It’s not challenging to reach the six-figure mark, putting it solidly in the EQE price range while flirting with EQE AMG territory. In fact, it competes closely with the cost of a Lucid Air as well. The base E 53 Hybrid is more expensive by over $14,000 compared to a plug-in hybrid BMW 5-Series, but it offers superior power and electric range.
The 2025 Mercedes-Benz AMG E 53 Hybrid stands as the fastest and most efficient E-Class currently available. It’s highly likely to impress. The dilemma then becomes whether you prefer a plug-in hybrid E-Class that straddles the line toward the electric future or if opting for an EQE or Lucid Air would be more appealing.
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