22 - 25
255 - 577
9 speed, Automatic w/OD
Intercooled Turbo Gas/Electric I-4, Intercooled Turbo Gas/Electric I-6
All Wheel Drive, Rear Wheel Drive
On many Sunday mornings, you might watch the Formula 1 racing circus on TV, with Mercedes-AMG entries probably among the top cars. Now, an E-Class AMG sedan is not a ground-breaking F1 missile. Still, it carries the AMG performance pedigree, blending the E-Class's luxury and convenience with impressive power and agility.
Photo: Jim Resnick
When we last reviewed the E-Class, it was an E 350, powered by a 255-horsepower, turbocharged 2.0-liter four-cylinder engine with 4Matic all-wheel drive (AWD). For this review, I drove the new AMG E 53 4Matic Hybrid—a very different kettle of fish, packed with a staggering 577 combined hp from its 3.0-liter turbo inline-six and hybrid assist, plus entirely new underpinnings that make the E 53 handle like a sports car.
Mercedes-Benz produces the E-Class sedan in various configurations:
For 2025, Mercedes has introduced the E 350 rear-wheel-drive sedan at a lower price than the E 350 4Matic model. A new center-mounted front airbag is standard on all 2025 E-Class models. Mercedes also offers the E 450 4Matic All-Terrain station wagon based on the E 450 sedan. The AMG E 53 4Matic is also new for 2025.
The 2025 E-Class pricing starts at about $63,000 and can exceed $89,000 for the base price of the AMG E 53, including destination charges. Additionally, MotorTrend Magazine awarded the E-Class its "2025 Car of the Year" trophy. The Insurance Institute for Highway Safety (IIHS) also rated the 2025 E-Class as a Top Safety Pick for the 2024 calendar year.
For this 2025 AMG E 53 review, Mercedes provided a test vehicle equipped with Pinnacle trim and the following significant options:
Mercedes bundles many features into option packages. Pinnacle trim includes digital headlights, a head-up display, MBUX virtual assistant, Burmester audio, insulating glass, active interior lighting, and several other features.
AMG Dynamic Plus package highlights include composite brakes, a limited-slip rear differential, a "Race Start" function with a burst of 604 hp, and a Nappa and microfiber steering wheel.
Highlights of the Driver Assistance package include:
The test vehicle's manufacturer's suggested retail price (MSRP) was $108,300, including the $1,150 destination charge to ship the sedan to your local dealership from the Sindelfingen, Germany, assembly plant.
Photo: Jim Resnick
At the heart of the AMG E 53 is a turbocharged 3.0-liter inline six-cylinder engine. If it were able to run by itself, the 3.0-liter six would produce a maximum of 443 hp. However, the hybrid's additional 120-kilowatt (kW) (161 hp) permanently synchronous motor results in a total system output of 577 hp and 553 pound-feet of torque, which is sent to all four wheels.
As if that's not enough, when equipped with the AMG Dynamic package, a Race Start mode raises the output slightly, reaching up to 604 hp during specific acceleration scenarios. That's a big jump from the 255-hp 2.0-liter turbo four in the last E-Class sedan we reviewed.
When not hot-rodding around, the AMG E 53 can reach speeds of up to 87 mph on electric power alone and can travel 43 miles on pure electric range, according to the Environmental Protection Agency (EPA). After charging it, I was able to cover precisely 43 miles on electricity alone.
During this electric-only drive, the trip computer indicated 1.7 miles per kilowatt-hour (kWh), which translates to just over 57 miles-per-gallon equivalent (MPGe)—slightly below the EPA's estimated 59 MPGe. Additionally, after the electric battery was completely depleted, the E 53 achieved a reasonable gas-only average of 23.9 mpg on a mix of highway, suburban, and city driving—slightly better than the EPA's rating of 23.
I charged the car multiple times during my drive through New York, Connecticut, and the Northeastern United States. It took between 18 and 22 minutes to go from about 10 percent to 80 percent, which is good considering the Mercedes claim of 20 minutes.
The nine-speed automatic transmission remains a highlight of the E-Class driving experience. Shifts are smooth and nearly seamless in Comfort mode—the softest of the available drive modes (more on drive modes below).
Photo: Jim Resnick
Mercedes designs the E 53's suspension around the company's AMG Ride Control system. While Mercedes has long used compressed air for the springing component in its suspensions (even for sporty AMG models), the 2025 E 53 features conventional steel coil springs with adjustable shocks.
Tied to the suspension and engine, Mercedes' AMG Dynamic Select offers multiple drive modes that adjust suspension stiffness, throttle response, and steering feedback. These eight modes include Comfort, Sport, Sport+, Race, Electric, Battery Hold, Slippery, and Individual, the last of which the driver can customize to their liking. Battery Hold keeps the charge level at its highest possible level.
If eight driving modes seem like overkill, well, they are. Until you realize that an EV-only mode, separate from the drive modes in other cars, is included within these modes. Few carmakers would also dare to offer something as tempting to lawyers as a "Race" mode. And then, considering the huge performance range a sport-luxury sedan like the E-Class should meet, eight driving modes might seem too few.
Additionally, the modes that specifically adjust shock damping from softest to firmest are Comfort, Sport, and Sport+. The other modes alter throttle, transmission, engine/motor engagement, and other factors.
Photo: Jim Resnick
With the 120-kW (161 hp) electric motor, immediate throttle response in the E 53 snaps your head back like a muscle car before any turbo lag can occur, leading to a factory-claimed zero-to-60-mph time of 3.9 seconds.
Yet, that's not the end of the power story. With temporary overboost allowed in the Race Start mode, which unleashes an additional 27 hp, Mercedes claims this reduces acceleration times by another 0.2 seconds, which is supercar performance from a luxury sedan. Cognitive dissonance much?
So, on paper, the AMG E 53 might seem consumed with crazy engine power and roaring acceleration. But that’s not how it actually performs.
Remarkably, under full-throttle acceleration, the engine is neither loud nor rough. It emits a very muted sound. There is a faint six-cylinder rhythm, but once you reach your speed and level off, reducing all those horses to idle, there's more tire noise than engine noise. In fact, on several occasions while cruising on the highway, the considerable noise from the tires made me think the Mercedes needed wheel bearing service, even though this is highly unlikely to be true on a new car with only a few thousand miles on it.
Although the massive brakes bring the sedan down from high speeds as effectively as that overachieving engine generates power, the brake pedal response and feel always left me guessing. The pedal is very firm but also essentially wooden, lacking much feel or communication. As you press into the pedal's travel, its non-linear response increases, similar to the old Sensotronic Brake Control system of the 2000s E-Class. And this odd sensation isn't solely tied to drive modes; it's present most of the time.
Arresting hook, supercar braking performance is present, but it lacks the same precision and feel provided by the excellent steering.
Despite the electronic and damping gymnastics the multiple drive modes can offer—plus Mercedes's balance between luxurious ride comfort and exhilarating handling—the E 53 always feels firm. Maybe too firm.
Among the routes I took in the E 53, I drove a long stretch on Interstate 95 through Connecticut, which had mediocre surface quality. Because of those giant, optional 265mm front and 295mm rear section width ultra-low-profile tires, twisty back roads might come to life, but so can your sciatica when you least want it on the highway. Loafing along the interstate, I found myself longing for the normal, softer-riding E 350 I drove a few months ago.
If you're the power-hungry type and want the AMG E 53, consider passing on the 21-inch wheels with their low-profile tires and possibly the AMG Dynamic package, which has stiffer, active engine mounts. You won't miss much in terms of power (though you'll lose the electronic limited-slip rear differential). Instead, you'll enjoy a slightly more relaxed and comfortable ride during everyday driving.
Plunging inside the E 53, the optional Burmester surround-sound audio system warrants mention. Featuring 17 speakers, Dolby Atmos, and Apple Spatial Audio, it offers what I believe is the best factory-installed audio experience on wheels. From any source, this stereo performs well across a range of genres, from delicate solo piano to acoustic jazz, classic rock, and even booming modern R&B. It never produces sibilance on the high end, nor does it distort during bass-heavy passages. It consistently creates a credible soundstage with high-quality recordings.
Finally, Mercedes' excellent active driver-assistance features, along with the infotainment system's user interface, work flawlessly, as noted in other recent Mercedes reviews, including the E 350 4Matic.
Photo: Jim Resnick
For enthusiasts seeking incredible power, premium quality, and the practicality of a sedan body style, the E 53 is a solid choice. BMW's M5 sedan offers superior performance with a towering 717 hp from its twin-turbo V8 engine and hybrid support, though it is thirstier and substantially more expensive, starting at over $120,000. The Audi RS 7, Cadillac CT5-V Blackwing, and Porsche Panamera Turbo all compete in the top sports sedan category, offering distinctive options.
However, if your goal is slightly below the 577-hp mark and you want more ride comfort for everyday driving, the 375-hp E 450 sedan also benefits from hybrid assist. It's not a performance slouch (though it's not a plug-in hybrid) and starts at about $72,000.
Jim Resnick is an author specializing in automotive, mobility, technology, and related topics. He has lectured at universities about the auto industry's relationship with government legislation, drawing on his experience as Technical Editor and Editor-in-Chief. Besides JDPower.com, his work has appeared in over 30 media outlets, including Wired, The New York Times, Car and Driver, Kelley Blue Book, and the BBC.
