The Mercedes AMG E 53 is back on the scene, trading some of its cylinders for a charge port and batteries, offering enhanced power and increased weight.
The 2025 Mercedes-Benz E 53 Hybrid is now hitting U.S. dealerships, boasting improved speed and substantial power compared to its predecessor. However, it comes with additional weight, forfeits the iconic loud AMG roar during a brief winter driving trial, and carries a hefty price tag.
I spent two days navigating the chilly streets of Stuttgart and the snow-blanketed, icy mountain roads of the Austrian Alps in the latest E 53. The AMG E 53 raises several questions—the foremost being: what exactly do you want it to represent?
Mercedes AMG E 53 Hybrid: enhanced power without extra aggression
I activated the stop/start system positioned to the right of the steering column in the Euro-spec E 53 Hybrid, but there was no dramatic response. No engine roared to life. Just silence.
This is the new AMG landscape, even when a gas engine is present. It’s certainly a different era.
The vehicle was operational, but the engine remained dormant, running solely on the 21.2-kwh (usable) battery pack that supports the 161-hp and 354 lb-ft electric motor. Mercedes states that the battery can recharge at a speed of up to 60 kw with a DC fast charger (a standard CCS port is situated on the driver’s side). This setup offers a 10-80% recharge cycle of 20 minutes, according to the company. When connected to a Level 2 AC charger, a 9.6-kw onboard charger enables a recharge from 0-100% in just 2.8 hours.
For those who can exercise restraint, the EPA rates it for up to 42 miles of electric-only range . In my experience, the test vehicle displayed a total range of 44 miles with a full charge, despite the chilly ambient temperature of 30 degrees.
Combining the 3.0-liter turbo-6 with the electric motor delivers a formidable 577 hp and 533 lb-ft of torque, while an optional AMG Dynamics Package can temporarily elevate this output to 604 hp. This matches the power of the outgoing V-8-powered E 63, but with two fewer cylinders.
Exiting the parking area of Mercedes’ Center of Excellence in Stuttgart—home to the Mercedes Manufaktur delivery presentation—I noticed the 9-speed automatic transmission, nestled behind the engine, shifted through its gears seamlessly, even while the vehicle operated in electric-only mode. This automatic transmission is designed to work harmoniously with both the gasoline engine and electric motor, providing smooth power delivery and performance, as articulated by the manufacturer. Mercedes claims the vehicle can achieve speeds of up to 87 mph in electric-only mode, although I did not personally verify that.
The acceleration was impressive as I shifted onto the Autobahn. Despite being equipped with performance Michelin Alpin 5 winter tires, the AMG E 53 felt stable and comfortable while speeding down the highway at 121 mph, effortlessly making the journey to the Austrian Alps. The top speed of the E 53 Hybrid is capped at 155 mph but can be unlocked to 174 mph with the AMG Dynamic Plus Package for an additional $3,150. I did not test the top speed of the E 53 Hybrid. I promise.
While the car delivers power, the raw aggression appears diminished. After easing off for slower traffic—a surprising number of drivers seemed unaware of the no-speed-limit nature of the Autobahn—I pressed the accelerator pedal fully. The car thrust me back against the seat, though without the overwhelming force found in the Cadillac CT5-V Blackwing—or even the previous E 63. The previous E 53 had this same limitation; I noted it needed a little more bite. The new E 53 Hybrid, however, propels itself with more urgency, aided by synthetic inline-6 sounds emitting from the dashboard.
It’s not lacking in speed. Mercedes claims it can accelerate from 0-60 mph in 3.7 seconds using launch control. This figure is 0.4 seconds slower than the previous E 63 and 0.6 seconds faster than the outgoing E 53.
The E 53 Hybrid has gained weight
With a heft of 5,280 pounds, the E 53 Hybrid has increased by 904 pounds over its predecessor. This isn’t just a case of weekend indulgence; it’s akin to midlife crisis weight gain.
This weight isn’t visible. It lurks beneath the vehicle’s metal exterior, concealed within the hybrid system’s electric motor and battery.
On the highway, the weight isn’t perceptible, thanks to the expertly calibrated adaptive dampers. In comfort mode, the vehicle maintains composure and remains stable, contrasting with the EQE SUV. Switching to Sport and Sport+ modes appropriately increases stiffness without becoming uncomfortably rigid, though the condition of the Autobahn isn’t comparable to the average rough roads in the Midwest U.S. These adaptive dampers, along with stiffer steel springs and Mercedes AMG’s Active Ride Control system—which uses a hydraulic setup to replace traditional anti-roll bars—work seamlessly together. Additionally, standard rear-wheel steering enhances maneuverability, making the car feel smaller as it negotiates corners.
As I tackled the snowy switchbacks climbing the Austrian Alps, black ice caused a few challenges. Iascended without any remarkable speed. We will need to provide further analysis later on how the E 53’s additional weight affects its handling in tight turns.
Mercedes E 53 Hybrid lacks one-pedal driving
The E 53 Hybrid from Mercedes offers four modes of regenerative braking, but I found none of them particularly satisfying, with one being quite irritating.
In electric-only mode—referred to as EV mode—the paddle shifters on the steering wheel become regenerative braking controls. The three levels of regenerative braking available in this mode include D-, D, and D+. D- offers maximum regenerative energy recovery, while D and D+ progressively reduce the level. However, during my limited testing, none of the options provided substantial regenerative braking, nor did they enable one-pedal driving, as these modes do not bring the vehicle to a stop.
More frustrating is the situation in Comfort mode, which activates full hybrid functionality while prioritizing the electric motor’s use as much as possible. This mode engages what Mercedes calls D Auto for regenerative braking, making it fully variable and linked to adaptive cruise control and safety systems. Unfortunately, its performance is unpredictable and cannot align with human intent.
For instance, if someone named Joel were cruising on the Autobahn at legal speeds of 121 mph and another vehicle abruptly changed lanes into his path, the system would automatically initiate regenerative braking at a variable, inconsistent rate. The driver has no control over this feature and, at best, it results in a jerky driving experience.
The only way to disable this in hybrid mode is to switch to Sport or Sport+ drive modes, which turn off regenerative braking. However, these modes also downshift the gears, maintain higher engine speeds, enhance throttle responsiveness, and stiffen the adaptive dampers, which can be less than ideal for all driving conditions.
Unlike the EQE, the E 53 Hybrid’s brake pedal has a notable feel and does not seem wooden (an issue Mercedes claims has been addressed in the 2024 EQE). However, the bite from the brakes is felt earlier than expected in the pedal travel.
Mercedes E 53 Hybrid remains largely under the radar
Aside from the emblem, there are only a few hints that the E 53 benefits from AMG engineering.
The front grille features the familiar AMG Panamericana design, while the lower fascia displays wider air intakes. The driver’s side intake remains open to serve the turbo-6’s intercooler, while the intake on the passenger side is sealed off for aerodynamic efficiency. Air curtains beside the front bumper direct fresh air to the ventilated front rotors. The fenders come with fake vents that feel unnecessary, and the rear showcases quad exhaust tips. A $1,750 carbon fiber package can further enhance the exterior, although opinions on its necessity are varied.
Inside, the E-Class standard layout is present with a 12.3-inch digital display and a 14.4-inch touchscreen that feature the same interface as Mercedes’ latest electric models. My test vehicle had high-back sport bucket seats priced at $3,250. I found them comfortable, but anyone wider than my medium-sized 5-foot-10 frame might feel restricted in the lower back area. AMGs twin-spoke flat-bottom steering wheel includes a touch-sensitive slider for volume control, which still presents ergonomic challenges.
Mercedes AMG E 53 competes in EQE price range
The 2025 Mercedes-Benz AMG E 53 Hybrid retails for $89,150 including a $1,150 destination fee. This pricing does not account for additional options, which are essential for many drivers. Optional features like sport bucket seats, the Burmester 4D surround-sound system, head-up display, and Mercedes’ digital headlights with projection capabilities are highly recommended, making it hard to resist enhancing the vehicle’s specifications.
It’s easy to exceed the six-figure mark, positioning it squarely against the price of the EQE, with the E 53 even encroaching on EQE AMG territory. Interestingly, the base E 53 Hybrid’s price is over $14,000 higher than that of a plug-in hybrid BMW 5-Series; however, the Mercedes offers more power and greater electric range.
The 2025 Mercedes-Benz AMG E 53 Hybrid stands out as the fastest and most efficient E-Class variant currently available. It’s sure to impress. The real consideration is whether you prefer a plug-in hybrid E-Class that hints at an electric future or if you’d rather consider purchasing an EQE or Lucid Air.
Image Source: 4Drive Time @ YouTube
