2025 Mercedes-AMG E53 Hybrid 4Matic+ review: Australian first drive

• Doors and Seats

  

  NA

• Engine

  

  NA

• Engine Power

  

  330kW, 560Nm

• Fuel

  

  Hybrid 1.7L/100KM

• Transmission

  

  NA

• Warranty

  

  NA

• Ancap Safety

  

  NA

Electric Cars Guide

While it may not be the top-tier performance model in the E-Class range, one look at the specifications for the new Mercedes-AMG E53 Hybrid 4Matic+ may leave you scratching your head.

In the AMG hierarchy, 53 comes before 63, and 63 models are the undisputed performance leaders, but scratch the surface on the new E53 and you’ll find a lot of 63-level performance.

Benz fans will probably already be able to quote performance figures for the previous-generation twin-turbo V8 E63, which produced 450kW, 850Nm and could sprint from 0–100km/h in 3.4 seconds.

In a wake-up call to owners, the new E53 delivers the same 450kW from its 3.0-litre inline-six-cylinder engine and electric motor, but 100Nm less, and it can hit triple digits in a still formidable 3.8 seconds.

The attitude between the two is very different, but AMG is serious about having its sub-63 models seen as genuine AMGs.

It’s not just performance that steps up, pricing does too, with the $199,900 starting price of the new Mercedes-AMG E53 a substantial $26,000 more than the model it replaces. A solid 15 per cent upswing.

Of course, being a high-end Mercedes-Benz, the list of standard inclusions is long. The new E53 comes with 20-inch alloy wheels, ‘Digital Light’ matrix LED headlights, four-wheel steering, and adaptive suspension.

On the inside, occupants get to enjoy nappa leather trim on the seats and steering wheel, a new ‘Superscreen’ instrument panel with a single panel 14.4-inch infotainment and 12.3-inch passenger screens, plus a separate digital instrument display, heated and cooled sports seats with electric adjustment, dual-zone climate control, 64-colour ambient lighting, and a 17-speaker Burmester sound system with front seat exciters.

The list of equipment and inclusions for the new E53 is long, and you can read more about the 2025 Mercedes-AMG E53 price and specification here.

The biggest difference between the W214-generation E53 and its predecessor is the new model's plug-in hybrid powertrain. According to NEDC testing, the 21.2kWh useable-capacity battery enables a 100km electric-only range, plus a 7.4kWh storage buffer, to ensure peak performance is never diminished in demanding driving.

The 3.0-litre six-cylinder engine is rated at 330kW and 560Nm, while the transmission-mounted electric motor produces 120kW and 480Nm. A nine-speed torque converter automatic transmission and rear-biased all-wheel drive help harness those outputs.

There’s probably little point in boring you with the interior fine detail. For a lot of Mercedes owners, the E-Class is where the ‘real’ Mercedes-Benz experience starts, and there’s a noticeable lift in quality in the E53 compared to cars like the C-Class and GLC.

Nicer materials, more soft-touch surfaces in the interior, and touches like the E53’s nappa leather trim make the E-Class feel like a true luxury car.

Boot space is something of a letdown, though, with just 370 litres of boot space available. In a non-PHEV E300 boot space measures 540L, so the impact is significant. The boot is big enough to fit a regular suitcase, but the floor is high and the opening small.

Whereas the Hyperscreen single-panel display found in cars like the Mercedes EQS looks a little unresolved, the new Superscreen in the E-Class makes far more sense. The dash is still one huge display panel, split across two screens, but the separated driver’s instrument looks more resolved and upmarket.

The driver and passenger face 12.3-inch screens. The passenger screen is configured so that the driver can’t be distracted by what’s shown on it – and it works. In between, the infotainment is handled by a huge 14.4-inch display.

The MBUX infotainment platform handles almost all of the car’s functions and controls, and can be accessed via touch, voice commands, or through controls on the left steering wheel spoke.

Mercedes-Benz has persisted with touch inputs for steering wheel controls, which is a frustrating experience. The layout is intuitive, but the combination of press and swipe controls can be easily misregistered by the car.

Audiophiles are sure to love the 17-speaker Burmester sound system, which sounds fantastic and has good clarity at high volume. Less likeable are the front seat exciters, designed to add four-dimensional sound by shaking the front seats in time to your music.

The effect feels more like having a phone vibrating under your bum, and for me at least, was the most disappointing aspect of the sound system. It can easily be switched off, at least.

Of course, Mercedes-Benz allows owners to tailor their car further, so while an exterior chrome package is standard, Night ($3000) and Carbon ($6000) packages swap the chrome trim for black, or add in mirrors, the rear spoiler and more in carbon, along with swapping the open-pore wood trim for more of the composite material.

Seats are a sporty design by default, but AMG multicontour seats are also available ($5000). Surprisingly, these still allow front seat occupants to move around and get in or out with ease, but offer much more pronounced bolstering through chicanes.

The real thrill of the Mercedes-AMG E53 isn't the styling or interior, though both are suitably elevated over a garden-variety E300.

For this introduction drive, Mercedes-Benz had us on a 100km journey from its head office in Mulgrave to Healesville. A perfect distance to test the claimed 100km electric range.

The latter part of that trip involves some engaging roads too, so no attempt was made to eke out every electrified kilometre. Instead, the E53 managed a respectable 74km on electric power alone.

To get there, the E53 showed electric consumption of 30.5kWh per 100 kilometres, and because I’d fired up the petrol engine in a few short stints, 1.2L/100km. By the time I’d completed 100km, those figures had moved to 19.9kWh/100km and 3.5L/100km.

Unfortunately, when it comes time to recharge the battery, the E53 is limited to 11kW AC charging only, and can’t use faster 22kW public chargers if you’re looking for one. Bank on about two hours and 15 minutes for a full charge.

DC charging capability is also offered, but only at up to 60kW, resulting in a claimed 10–80 per cent top-up of 20 minutes.

With ‘only’ 120kW and a stout diesel-like 480Nm of torque, the big Benz feels tame off the line but still robust as it accelerates. With the electric motor mounted ahead of the transmission, the gearbox cycles through gears as you accelerate, but is much more reluctant to kick down than it is when petrol power joins in.

There’s a dedicated EV mode to prioritise electric power, and a Comfort mode that keeps the petrol engine asleep as long as possible. In both instances, a sharp prod on the accelerator will start the engine and deliver stronger acceleration.

In fact, on some steeper sections of road, the EV-only system started to run out of puff and felt very lethargic without petrol assistance.

Once electric range was depleted, the E53 behaved much like a traditional hybrid. The battery buffer keeps performance unchanged, but the petrol engine swings into action more freely.

Sport and Sport+ modes keep both systems running alongside each other, and it’s in these modes that the E53 really starts to feel like a sports sedan.

Acceleration becomes muscle-car strong, but it’s an old-school Benz feeling, with a long-travel accelerator, and a gentle start that quickly builds to a more potent pace.

With the torque fill from the electric motor rolling, acceleration is lightning fast, but for all the potential energy ready to break loose, the E53 AMG is planted and keeps wheel slip to an absolute minimum.

At all times, the suspension has a strongly tied-down feeling. It’s firm without being harsh, but it can become jiggly on rough surfaces. The adaptive suspension can be adjusted through three settings, and none are uncomfortable, but even on demanding roads Comfort felt secure and sporty.

The steering, on the other hand, is a perfect fit for the E53’s lively performance.

Often four-wheel-steer systems feel artificial and abruptly kick the rear end around, but here the AMG feels agile, quick to change direction, but still settled just off centre. The steering ratio is quick, so in winding bends it's no trouble to swing left to right with a fast, connected feel.

While the interior may minimise the number of physical buttons, the AMG steering wheel adds essentials like a drive mode controller and secondary controls like suspension, engine noise, and stability-control modes. If a fast-paced strip of mountain road suddenly appears, it takes just a press or two to dial up your ideal settings.

Whereas a plug-in hybrid can be compromised, with tepid performance due to extra weight or limited practicality from housing additional batteries, the E53 does a much better job of being two cars in one.

There’s the subtle, comfortable, and quiet Monday-to-Friday commuter. Perfect for slinking to and from work in silent luxury. There’s also a more sinister side once you dial in the petrol engine.

The absolute madness of the old E63 doesn’t rear its head here. What you get is a more civilised, but still formidable, performance sedan.

One that feels like a Mercedes-Benz of old, with a high-quality interior finish, and the most subtle of external cues to the potential lurking under the bonnet.

If you’re a member of the ‘look at me crowd’, the Mercedes-AMG E53 probably won’t be the car for you. But if subtlety, smoothness, and easily accessible surges of power are your thing, the E53 truly delivers. 

Electric Cars Guide

Kez Casey migrated from behind spare parts counters to writing about cars over ten years ago. Raised by a family of automotive workers, Kez grew up in workshops and panel shops before making the switch to reviews and road tests for The Motor Report, Drive and CarAdvice.

Read more about Kez Casey