2025 Mercedes-AMG E 53 4Matic+ | UK Review

Who’d be a legacy car maker in 2025? Pulled this way and that by the vagaries of customer demand, legislation, and tradition, unable (or unwilling) to commit one way or the other for fear of missing out. These days it can seem like a comprehensive line-up and century-old heritage can be as much a burden as a benefit; with less to lose, the smaller, younger manufacturers can take more risks. And catch up.

They probably aren’t coming for the super-saloon sector just yet, but the general uncertainty seems reflected in the make-up of both the current G90 BMW M5 and this Mercedes-AMG E53. There are too many sensational engines in similarly badged predecessors to go all-electric; too many EVs elsewhere in the line-up to retain a big V8 all on its own and not look out of step. Hybridisation ought to work as a middle ground, but it adds weight; weight that then needs additional technology to provide a convincing driving experience. Which makes it heavier still. And as cars get larger and more expensive, so they need to be more lavishly appointed inside, adding further to the complexity. In cramming in so many features, in trying to be all things to all people, there’s surely a danger that these latest electrified super-saloons could miss the mark. 

For now, the 53 will be the most potent E-Class, boasting a Race Start overboost of 612hp with the right options ticked. How long that decision lasts is anyone’s guess. Already, the output makes it look like an advantage over the M5, then (which isn’t a whole lot more money), although the Benz can counter with the way it looks; where the BMW is a tad overwrought in both body styles, the E53 conveys AMG attitude very smartly indeed. Those who know what they’re looking at will clock the wider tracks and new exhausts, while those who don’t won’t have the AMG-ness thrust into their eyeballs. Our test estate set the tone just about perfectly. 

Perhaps thanks to a recent run of Mercedes test cars, the ‘53 interior felt pretty good. There’s probably still too much to configure than is really necessary, but the UX is simple enough to navigate, and the ambience feels appropriately rich for a £100k Mercedes. While also appearing usefully more modern than the old E-Class, it retains plenty of room for a family. The biggest disappointment, truth be told, is that the boot floor isn’t flat, with a hump to accommodate a rear axle tasked with an awful lot. The dog won’t be best pleased. 

The E53 suits electric driving; there’s none of that awkward crabbing that used to characterise the AMG experience when manoeuvring. Refinement levels really take advantage of the silence, and regen means less reliance on a wooden brake pedal that never quite feels right. Despite just the 161hp, brisk enough progress feels to be made, and under normal use, the straight-six kicks in imperceptibly; honestly, you have to be watching the tacho to notice another power source has joined the party. It’s impressive, as is the way the Mercedes harvests energy on the move, adding to the battery’s generous range – a full charge was showing 55 miles, and that wasn’t unrealistic – without impeding progress. 

Because you certainly will make some progress, that’s for sure. There’s next to no lag in the 3.0-litre, the nine-speed shifts its short ratios swiftly, and all-wheel drive means nothing goes to waste however heavy your right foot is. Nevertheless, this is a Mercedes-AMG powertrain short on joy, and that’s a disappointment. The augmented engine sound is weird, almost diesel-like in its timbre, and the bombast of a V8 is noticeable by its absence. Both the old 4.0-litre and new M5 feel more exciting to hold onto and charge down the road in. This straight-six is a really good engine, a highlight of cars like the CLE, but a flagship E-Class deserves more. Mercedes-AMG is so close to a brilliant hybrid that it can’t be far away: a car with this sort of EV range and manners, with the tactility of the 45s and the charisma of a V8, would be superb. And well within its talents. 

There are probably as many bullet points in the ‘pros’ as there are in the ‘cons’ when it comes to the E-Class’s ride and handling. For the most part, it feels really well-damped given its size and remit (and its 21s). There’s some real pleasure in the tautness of the AMG Ride Control on a decent A-road, and the four-wheel steer is more confidence-inspiring at speed. There’s always good torque to draw on, too, and the balance between Benz luxury and AMG intent feels nicely struck. Some concern from the international drive that it might prove too firm didn’t materialise in the UK, though again that could be familiarity with modern Mercedes of late. Whatever, it’s easy to imagine blasting away on a family holiday and enjoying every mile. That a slumbering toddler could remain asleep with the ‘53 in Sport+ probably says something of the AMG’s isolation and composure. 

But it flounders a tad beyond that. Maybe it’s daft to expect a big saloon to really lap up tough driving, but more junior AMGs revel in it – and, without wishing to sound like a broken record, the old ‘63 did also. The feel of the brake pedal never really improves, that initially impressive body control begins to ebb away with some more commitment, and the 4Matic system doesn’t reroute power to where it’s needed as confidently as an M5 would. The BMW does a more convincing impression of a big saloon that wants to be hustled, despite always actually feeling like the larger car (you’ll not be surprised to learn the 5 Series is officially longer, wider, taller, and heavier).

Does that matter? Do people considering six-figure E-Classes really take them out for a drive on a Sunday morning? It’s hard to imagine. Probably for them, the 35mpg and 600hp without even thinking about driving economically will be more important, along with the general smoothness of a straight-six and the imperious cruising manners. A pragmatic AMG might not necessarily be a legendary one, though it’s easy to see why a large, fast Mercedes estate with nine per cent Benefit in Kind might appeal. 

All of which makes the E53 quite a hard car to summarise. The old model with which this version shares a name was fine, and it should be noted that this car introduces some tangible AMG rigour (as well as performance) to proceedings. So it’s a useful improvement over that car, in some ways. And you could argue that it plays a more convincing hybrid hand than the M5, with the additional range and faster charging (up to 60kW DC) that makes it better suited to everyday EV motoring. As well as looking more handsome and costing less money, both to buy and likely to run.

And yet there’s something missing. All the best AMGs of recent times have compelled you with something, be it powertrain, driving experience, or design. The E53 doesn’t quite manage that, being competitive across the board without ever really being truly charming. It’s a solid top-of-the-range Mercedes E-Class hybrid, though not a great Mercedes-AMG. The curse of the back catalogue strikes again. Only time will tell if the additional cylinders can be found to fix it. 

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 168mph optional)
Weight: 2,435kg
MPG: 282.5mpg (WLTP combined)
CO2: 23g/km
Price: £99,220 (price as standard; price as tested £109,910 comprising Driving Assistance Package Plus for £1,695, MBUX Superscreen Package for £1,495, Pro Performance Package (AMG Dynamic Plus Package (with AMG high-performance compound brakes and rear limited-slip differential, RACE drive programme and AMG dynamic engine mounts), AMG Driver’s Package (top speed increase to 168 mph), Night Package II (darkened radiator grille and badging in dark chrome), Performance Seat Package, AMG Performance steering wheel, red brake callipers) for £7,500)