The Mercedes-AMG E53’s plug-in hybrid system endows it with huge power reserves. But ironically, it’s also responsible for marring the performance.
There’s no doubt that the latest Mercedes-Benz E-Class is impressive. It learns routines, operates with sublime manners, and still stirs emotions. In this writer’s case, it can make the driver feel like they’re part of senior management.
But when this luxury executive sedan receives a massive injection of automotive steroids, it sheds its gentlemanly persona and transforms into a muscled prize-fighter in a suit.
No longer bound by corporate conventions, it’s now raring to dominate tarmac and subjugate the laws of physics. It has the potential, but it must either improve or shed its plug-in hybrid powertrain first.
“AMG lite”
Until Mercedes-Benz unveils a new E63 (hopefully powered by a V8 and not a 4-cylinder like the latest C63), the E53 is currently the range-topping E-Class model. If you want the quickest and most powerful E-Class available, this is it.
But despite the AMG badge, this is not a full-fat AMG model, which will have a powerplant assembled by a single engineer.
Fortunately, the E53 has plenty of distinctive components to ensure it stands out. These AMG-specific bits include the illuminated grille and front bumper with a larger air-intake, duck tail spoiler, quad-exhaust system, a composite braking system, and forged 21-inch wheels featuring a cross-spoke design.
The latter, seen here in matte black, are also available in a brighter and shinier finish called Himalayas grey. Mercedes-Benz Singapore must have been having fun specifying this test unit, too, because it has Manufaktur Opal White Magno paintwork, a $28,200 option.
Giving the driver a sense of occasion are the tasty AMG goodies in the interior. These include illuminated door sill panels, sports seats featuring embossed ‘AMG’ and ‘Affalterbach’ logos, an AMG steering wheel, and AMG menus in the infotainment system. Apart from these special bits, the rest of the cabin is like the E200’s.
STUNNINGLY CAPABLE
What truly makes the E53 distinct is its powertrain, which is comprised of a turbocharged 3-litre straight-6 and a plug-in hybrid system. The latter features an electric motor fed by a 21.2kWh battery, which can be recharged in 20 minutes with a 60kW DC charger.
The combined output from both the ICE and electric powertrains is 577bhp and 740Nm of torque, and the figures are sent to all four wheels through a 9-speed automatic. Driven in anger, the E53 crushes the century sprint in four seconds.
That is stunning performance for a 2390kg sedan. And even more mind-boggling is how it dulls the sensation of speed – you feel like you’re driving at 40km/h when you’re cruising at 90km/h on the expressway.
With Dynamic Select in ‘Individual’, I set Drive to ‘Dynamic’ and AMG Dynamics to ‘Advanced’. The powertrains and the gearbox are at their most responsive.
The straight-6 emits a low grumble at idle and sounds throatier as you pick up speed, which the car does effortlessly. On empty stretches, progressive pressure on the accelerator lets you stretch the revs and hear the motor sing.
You could nail the pedal to the floor and feel the sledgehammer-like acceleration that the car can deliver. But doing this betrays the lag: It takes a moment for the E53 to summon its outputs in response to the driver’s demands, and it does not like being driven in an unruly manner.
But the car has no qualms slicing through corners. With beefier dampers and AMG Ride Control, the E53 handles bends with ease, despite the nose not feeling particularly pointy. Pick your line, brake hard and turn in, and the big sedan moves with alacrity.
The helm is nicely weighted, accurate and the wheel itself offers a positive grip. I don’t expect much feel because of the 21-inch wheels and the fact that this is a large vehicle. But the way the E53 can tackle the twisty bits as the in-line-six soundtrack plays – I wouldn’t even bother attempting the same in an E200.
BUT ALSO ANNOYING
The E53 would have been the high-performance executive sedan I expected, if not for the plug-in hybrid system. That very component that adds to its fiery performance is also the one I wish I could remove from the vehicle.
Whenever you bring the car to a halt, the brakes go dodgy. By that, I mean as you’re coming to a complete stop, it’s almost as if the callipers suddenly release their hold on the rotors, only to suddenly clamp down again. You end up needing to leave an even wider gap to avoid stopping so close to the vehicle in front.
At times, you need to maintain more pressure than expected on the brake pedal to keep the car stationary. Parking is annoying, because modulating the brakes is tricky and requires firmer presses. And low-speed modulation causes the brakes to squeal. It even sounds like someone’s honking at you.
What about the ability to drive the E53 solely in electric mode, for up to 101km? Zero tailpipe emissions – isn’t that wonderful?
For a normal car, sure. But the E53 was built to be a rocket of an executive saloon. Why would an eco-conscious buyer even consider this? If you want an EV, buy an EV. Or get a proper hybrid.
I tried driving the E53 in its default Electric mode, but in less than 20 minutes, I switched back to Individual, which had my preferred settings. The sweet symphony of six cylinders and the growl of the exhaust – now that’s the car being true to itself.
It would be great if the E53 had the same powertrain as the CLE53 Coupe. Though the latter ‘only’ has 443bhp and 560Nm of torque, it finishes the century sprint in 4.2 seconds (just 0.2 of a second slower). More importantly, there’s no plug-in hybrid system to add weight and mar the proceedings.
BETTER AS A NON-PHEV
The E53 has so many things going for it. It looks both handsome and intimidating thanks to the AMG-specific components, has stirring vocals, and is stupendously quick.
It handles well for its size, too. Properly tuned suspension that rides well even in the Sport+ setting, and the 4Matic+ all-wheel drive system with fully variable torque splitting, enable the E53 to move nimbly considering its size and heft.
In its current form, the E53’s plug-in hybrid system must either be improved or removed. Because while it makes me feel like I’m on the board of directors with stock options, it also makes me imagine exercising those options and acquiring a CLE53 Coupe in the meantime.
Mercedes-AMG E53 4Matic+ 3.0 (A)
ENGINE 2999cc, 24-valves, inline-6, turbocharged, plug-in hybrid
MAX ENGING POWER 443bhp at 5800-6100rpm
MAX ENGING TORQUE 560Nm at 2200-5000rpm
ELECTRIC MOTOR POWER 161bhp
TOTAL SYSTEM OUTPUT 577bhp at 5800-6100rpm
POWER TO WEIGHT 261.1bhp per tonne
GEARBOX 9-speed automatic with manual select
0-100KM/H 4 seconds
TOP SPEED 250km/h
CONSUMPTION 111.1km/L
PRICE INCL. COE From $537,888
AGENT Cycle & Carriage Industries
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