Isn’t it nice to see a return of the straight-six super-saloon? Not since the days of the E34-era BMW M5 and W124 Mercedes E36 AMG have more senior four-doors had proper performance derivatives with inline sixes. And if we agree that it’s the best cylinder layout of all (because it is), then the rise of the electrified straight-six for sports saloons is quite an exciting development. Mercedes being Mercedes (and because there might not be an E63 this time around), huge strides have been made from one AMG E53 to this one; what was a 435hp mild (in every sense of the word) hybrid not so long ago is now a 585hp plug-in with 60 miles of range, stomach-churning launch control and wider tracks in proper AMG tradition.
The E53 certainly looks the part. Illuminated grille notwithstanding (when will this trend finish?), the latest AMG brings together traditional cues - big wheels, pumped-up arches, slightly more aggressive aero - to familiar effect. Those who know to look will see something special, while most folk will only acknowledge another E-Class. Just as it always has been. The interior gets a nice spruce up, too, with better seats and surfaces that can be upgraded even further if required. Not that you’ll notice much of that when presented with the E-Class feast of screens. As is often the case with modern Mercedes, what looks initially bewildering soon makes some sense. And the Superscreen, complete with passenger display, improves on the ubiquitous portrait layout.
But let’s not lose sight of the core appeal: there’s a reasonably subtle, near-600hp AMG saloon and estate with a 450hp straight-six engine in the lineup in 2024. The cylinder count surely gives it more appeal than the latest C63, and there’s a useful power boost over the 53s that don’t plug in. With a V8 now reserved for the really silly stuff, might this be the most desirable AMG powertrain of the rest?
In a similar fashion to the equally complex, and even heavier Porsche Cayenne Turbo E-Hybrid, there are hints to the E53’s AMG-ness when running purely on electric. It is taut and very determined in its approach to wheel and body control from the first metre; similarly, the all-wheel steering wants to flit the huge Mercedes this way and that like no AMG of this size ever has before. There’s a strut brace between the front suspension mounts, a reinforced body and ‘stiffer elastokinematics of the rubber mounts’ at the back, all attempting to confer immediacy on a big Benz. An old E63 at a quarter of a tonne less would feel almost ponderous by comparison.
Thanks to an intelligent recuperation strategy and a 21.2kWh battery, it’s easy to remain in electric-only mode for a while and enjoy the relaxation. It doesn’t take much coasting for the battery to replenish a kilometre or two, and before you know it almost an hour could have passed without the engine getting up to temperature or the battery massively depleting. But with both power sources primed and active, the E53 is a ‘bahnstormer par excellence, hauling from low engine speeds and willing to really rev as well.
Even deep into three-figure speeds it accelerates like it’s taking off, lots of momentum moving with what is apparently unstoppable abandon. AMG being AMG, the battery state of charge is managed so that the maximum power will always be available and the PHEV bit is never being dragged around for the sake of it. But inevitably the weight blunts 585hp just a little; in a completely irrelevant (but very interesting) run with a 507hp Audi SQ7, the AMG couldn’t reel it in. Because the turbo V8-powered SUV, amazingly enough, is lighter.
It’s hard not to be impressed by the ‘53 as a motorway car, such is its stability, refinement and power. Away from the autobahn, it’s more of a mixed bag. This is clearly a hugely talented performance saloon, with its ability to deploy both power sources so effectively and keep a check on such mass so emphatically, but there are gripes that don’t take much discovering. The brake pedal doesn’t convincingly blend regen and friction braking, so you’re never quite sure what a prod will bring (other than a movement further to the floor than is ideal). The strategy of the auto regen is bizarre also, slowing the car at unexpected moments, though it’s possible to do your own. The all-wheel steering option doesn’t engender much confidence, either, being spookily light and unerringly fast, so a tiny bit of lock becomes a large, unnatural amount of turning. Between them, they conspire to make cornering a big, heavy car far more of a guessing game than it should be. Even the estate, for which rear axle steering isn’t offered, doesn’t feel all that intuitive.
Which is a shame, because there’s a good car under there. ESC Sport seems very cleverly done to make Alpine hairpins good fun, and once steering inputs are relaxed the E53 feels great in high speed, constant radius bends. Then just as a rhythm is being established, rolling the car from one bend to the next with very little steering effort or sense of inertia, you’ll need to go for the brake and have any confidence undermined again.
The powertrain isn’t perfect, either. The straight-six has always been a good engine, though somehow the sound is never quite right, too diesel-like or else too strained to really inspire. The nine-speed auto is pretty much spot on when left to its own devices, which is handy given manual control means delayed responses to the paddles. Sometimes throttle response can be sluggish, too, as if the car isn’t quite sure how much to offer up from each part of the powertrain. It’s very unfamiliar to experience a senior AMG that doesn’t pal up with the driver like the most dutiful (and powerful) of sidekicks, but no genuine sense of engagement ever materialises here.
You’re soon hoping for a chance to whisper along in EV model again or charge up the motorway rather than get stuck into driving the E53. However much fun cranking it to 612hp for Race Start is or how convincingly 4Matic and an eLSD romp the E Class from a slow corner, it’s not a tremendously enjoyable car to drive. And the tautness of the ride remains a concern for Britain, because even in Germany going from Comfort to Sport (with Sport+ above) didn’t often seem necessary or desirable. As we’ll be getting Premium, Night Edition Premium Plus and Edition 1 cars in the UK, the smallest wheel will be a 20-incher (the test cars were forged 21s), so there’s little hope of a smaller wheel saving the day.
The thought occurs that maybe an E53 doesn’t need to prioritise its driver much anymore. Maybe the generous electric range (and low tax as a result), monster performance and considerable internal luxury will be enough for those after a top-of-the-line executive express. It ought to be a very convincing all-weather super-saloon, but the E53 driving experience never quite gels. Which, from a company that’s known for sweating such details as brake pedal feel and steering and sound, can only rank as a bit of a disappointment. It does everything that you’d ever need a car like this to do, but not a great deal of what you might want - which usually marks a great fast car from a good one.
Perhaps the big E is being judged unfairly on first acquaintance. Maybe a comparison with a regular E-Class or a rival would show off its achievement in a more favourable light. Nobody needs something like the upcoming 750hp M5, really - this should be more than enough. And for taking the family on a skiing holiday it would be supreme. But so would an old E Class AMG, and therein lies the rub: the sense of purpose that coursed through those cars, which conveyed a very specific identity, seems to have been muddied a little here. It’s capable of so much yet never really compelling. The E53 is not a do-it-all EV, or soulful straight-six saloon, or brimming with AMG swagger. The intention was surely to combine the best bits of all three, but in ultimately failing to do that the ‘53 doesn’t convince like a £100k AMG wagon ought to. A drive in the UK ought to be revealing, because we’d love nothing more than this first impression to be proved wrong. Big boy AMG Benzes tend to be superb - this isn’t for the moment.
SPECIFICATION | MERCEDES-AMG E 53 HYBRID 4MATIC+
Engine: 2,999cc, turbo straight-six, 21.2kWh usable battery, electric motor
Transmission: 9-speed automatic, all-wheel drive
Power (hp): 585 (system output; 612hp with Race Start. Engine 449hp, motor 161hp)
Torque (lb ft): 553 (system output; engine 413lb ft, motor 354lb ft)
0-62mph: 4.0 seconds (3.8 with Race Start. 4.1 or 3.9 for estate)
Top speed: 155mph (limited, with 174mph (saloon) or 171mph (estate) optional)
Weight: 2,315kg (saloon)
MPG: 30.7-32.8 (saloon, estate 29.7-32.1)
CO2: 19-23g/km (saloon, estate 21-24g/km)
Price: £90,860 (£93,110) OTR for Premium, £96,860 (£99,110) for Night Edition Premium Plus, £115,860 for Edition 1 (£118,110)
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