Mercedes-AMG E 53 Hybrid Review: Immense Grip but too Much Weight on the Rear Axle

Instead of the 612 PS V8 4.0 liter bi-turbo from the former Mercedes-AMG E 63, Mercedes is now offering the same power in the new Mercedes-AMG E 53 Hybrid but from a PHEV system consisting of a 3-liter inline 6 cylinder engine with 449 PS and a 163 PS electric motor. The difference is that a several hundred-kilograms battery weighs on the rear axle.

Photo: Adrian Barbu

In the fall of 2020, Mercedes boss Ola Kallenius placed a bet on AMG electrification. But the first bet was lost because the PHEV system with a turbocharged four-cylinder engine and electrified rear axle in the AMG C 63 and AMG GLC 63 was rejected by the customers.

The electrification strategy has also been applied to the new-generation AMG E-Class W214, but the basis is now an inline six-cylinder engine. Coincidentally or not, the new model’s power output is exactly 612 PS, the same as that of the previous-generation AMG E 63.

Only now things are much different. Instead of the 4.0-liter twin-turbocharged V8 that delivered 612 PS and 850 Nm, there’s now a 3.0-liter inline 6-cylinder with 449 PS and 560 Nm and a 163 PS and 480 Nm permanent magnet synchronous electric motor between the combustion engine and the 9-speed automatic transmission. The result is 612 PS (with Race Start, part of the AMG Dynamic Plus package; 585 PS standard) and 750 Nm, so the same power but 100 Nm less in overall torque.

Mercedes has mounted a large battery with a gross capacity of 28.6 kWh above the rear axle. Compared to the old generation, the fuel tank is smaller and the rear axle is more compact to make room for the high-capacity battery. This means there’s no longer an impractical sill in the trunk that prevents optimal trunk loading.

The trunk surface is flat but higher than in the conventional rear-wheel drive model so the volume is smaller at 370 liters compared to 540 liters in the E 220 d. Of the 28.6 kWh gross only 21.2 kWh is usable, or about 75 percent, because Mercedes wanted to keep enough reserve energy for situations when a power boost is needed.

Top performance but dynamics affected by the position of the battery in the trunk

Press the start button and you don’t hear anything because the Mercedes-AMG E 53 always starts in Electric mode, even when the battery net energy is zero because there is always a reserve energy. Since the electric motor has a high torque of 480 Nm available immediately on start, it pushes the AMG E 53 effortlessly until the twin-scroll turbine kicks in, driven by the exhaust gases. So there’s absolutely no turbo-lag at all, which in the case of the AMG E 53 blows at up to 1.5 bar compared to 1.1 bar in the 435 PS former AMG E 53. The electric motor not only backs up the combustion engine until the turbo kicks in but also contributes to propulsion when the combustion engine revs up in Sport or Sport+ mode. The power develops smoothly and linearly without any interruption.

The test car was equipped with the AMG Dynamic Plus package that comes with the Race Start function, which optimizes sprinting, increases top speed from 250 to 280 kph and features a composite brake discs. Engage in Sport or Sport+ programs, press the brake pedal, and then press the accelerator. Take your foot off the brakes and the 2,381-kg mechanical monster sprints to 100 kph in just 3.9 seconds.

Yes, you read that right. That’s 2381 kg plus a payload of 539 kg for a total weight of 2,920 kg. And the AMG E 53 can also tow a 2.1-ton caravan. The enormous weight is explained by the extra 400 kg or so due to the hybrid system – the electric motor, power electronics, and battery.

To improve dynamics, Mercedes has made a few changes to the suspension. A strut brace between the front suspension strut strut mounts stiffens the front structure and enables increased lateral dynamics. On the rear axle, additional struts from the side members to the rear ensure greater stability and driving precision. At the same time, the stiffer elastokinematics of the rubber mounts, which connect the independent control arms with the axle support, ensure greater tracking and camber stability. The adaptive suspension with a sporty spring-damper setup and adaptive two-valve adjustable shock absorbers is slightly stiffer than on the E-Class.

There’s also integral steering adapted for the AMG version and an electronically locking differential on the rear axle. The front wheels rotate in the opposite direction to the rear wheels by 2.5 degrees up to 100 kph compared to 60 kph on the normal E-Class, and in the same direction by 0.7 degrees at speeds above 100 kph.

The 4Matic variable torque distribution system directs most of the torque to the rear axle contributing to a dynamic ride. The grip is immense, acceleration is lightning fast, and top speed is increased from 250 to 280 kph with the AMG Dynamic Plus package.

The incisive steering with a relatively high force in the steering wheel adds to the driving pleasure, but not everything is as you’d wish. In sporty cornering, the rear end pushes hard outwards due to the rear-mounted battery which has shifted the weight distribution mostly rearward (47/53% front/rear). That’s why the AMG E 53 doesn’t offer the same road-holding harmony as a normal E-Class, and the speeds achieved in slalom and double lane change events are no faster than a normal E-Class.

And there’s more. Because of the rear axle reinforcements imposed by the extra weight at the rear, the suspension is stiffer than the normal E-Class in Comfort mode, affecting ride comfort. And it gets even stiffer in Sport and Sport+ mode.

Despite its enormous weight, the AMG E 53’s brakes bite firmly and the brake pedal feel is linear and very pleasant to use.

Impressive electric range and very fast DC charging

The large battery ensures an impressive electric range. Mercedes promises 101 km, and we managed 91 km in economy driving in Comfort mode with an energy consumption of 26.9 kWh/100 km. The AMG E 53 can travel at up to 140 kph powered by the electric motor alone. On the accelerator pedal, there is a well-defined pressure point that clearly designates when the combustion engine kicks in.

Optionally, the battery can be charged at DC stations with up to 60 kW from 10 to 80% in just 20 minutes. Mercedes is among the few brands to offer DC fast charging for PHEV models. With the battery discharged, the AMG E 53 averaged 9.1 l/100 km, which is good for this power class.

Top Equipment

The test model had the special launch Edition 1 trim (27,370 euro) that comes with 21-inch alloy wheels, AMG Carbon Exterior package (carbon exterior mirror housings and carbon lip spoiler on the trunk lid), and AMG Performance Seats. Dressed in Nappa leather and emblazoned with Edition 1 on the front seat headrests, they’re supportive but far too firm for a luxury sports limo.

Also of note are the superb graphics and resolution of the on-board digital instruments, which have dedicated layouts for AMG-specific menus: Supersport for the instrument cluster and Race for the head-up display.

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