Business express
8
Business express
Few do performance saloons quite like Aufrecht, Melcher, and Großaspach (AMG). There is a particular kind of magic that distinguishes an AMG from an M or RS. BMW’s M division and Audi’s RS performance class have a sense of boisterous playfulness. But an AMG commands class through sensibly aggressive design and performance that comes as a second face to the driving experience. For me this typical performance saloon attitude is best captivated in the E53.
Earlier this year, we got our first taste of Mercedes’ new E-Class recipe. And I had some apprehension. I felt that the new era of Mercedes leaned too extensively on the tech-heavy direction and that there wasn’t anything overly special about the brand’s newest offerings, especially considering the price. But the E220d woke me from my single-minded tunnel vision. It was a useful reminder that Mercedes is an industry legend for a reason. It’s a road-conquering instrument, with good fast-lane grunt and sensibly clinical handling, all with a heavy helping of comfort.
I remember adoring the outgoing E53 for its balanced performance that still felt unmistakably E-Class. It delivered the energy and excitement of an AMG, but with enough composure to rein it in when needed. So, when I arrived to collect the new one and spotted the massive silver wheels hugging colossal, yellow-garnished brakes, I couldn’t help but wonder if AMG had turned the dial too far this time?
Firing up the E53, I half expected more drama. Something a little more AMG… Pulling away, I braced for aggression and jarring stiffness, and yet it still felt like the E-Class I drove earlier in the year. It was comfortable, sensible, smooth and strangely civilised. Cruising in Comfort mode, it was well composed, but inevitably, I had to dial it into Sport+, and suddenly any and all resemblance to the E220d vanished. Then my favourite driving ritual. My right foot itches. Downshift, downshift and shift down once again (because, yes, nine gears) and bury it into the carpet. In an instant, the car snapped alive with an intense torque surge. It was still the 53 I’ve come to know and love.
It shouldn’t come as a surprise since powering this fast-lane business jet is an impressive 3.0-litre inline-6 that on its own produces 330kW. But there’s more to it. The new E53 is a plug-in hybrid, and its electric motor further boosts the power output by 120kW to a total output of 450kW and 750Nm which also sharpens the throttle response. Interestingly, you don’t really notice the electrification during acceleration. Instead, it’s the engine’s subtle yet agitated vibration and the almost brutal (if admittedly artificial) exhaust note inside the cabin that overshadows the experience.
It rockets off the line, but not in the way you would expect from a GT63 S. The acceleration is intense, yes, but it also remains composed, getting to the 100km/h mark in 4.12 seconds at altitude. It delivers that AMG performance in a mature, clinical way which long-time E-Class buyers will appreciate. No unnecessary drama, no over-the-top theatrics – just a point-and-shoot, repeatable launch procedure. Provided the battery is charged, that is.
But an E-Class is a big machine, both in size and weight, so does it shy away from corners? Not at all, though, it’s an exercise that requires some caution. Under braking it’s responsive and initially gives the impression that it can stop on a dime. But with an empty weight of just under 2.4 tonnes flying into a braking area, you do have to stand on the brakes earlier than you’d expect. Once you aim it at an apex, the clinical precision returns as it leans heavily on the outside tyres but provides ample amounts of grip that you can enjoy in the turns. Again, just be cautious of that weight.
Inside, the E53 was familiar. It’s the new E-Class that I adored, just dialled up with carbon fibre in place of piano black and the familiar AMG steering wheel with the madness dial. There is no attempt at overstating the AMG nameplate on the interior. It’s spacious, refined, and both visually and acoustically impressive, with a deep soundtrack and a cabin defined by a trio of crisp, high-resolution screens.
In this space, there is little that competes with the E53. Traditionally a BMW M550i of sorts would be a healthy rival, but we don’t have an M550i in the current 5-Series generation, and the M5 is overkill in comparison. However, coming in at R2,514,203 the E53 is 200k short of M5 money, so it is rather pricey. With that being said, this is not a car for those who own an M5, but rather a machine that embodies both executive presence and performance, stylishly moulded towards the corporate world.
So yes, it’s a multi-faceted machine. On one end it cruises comfortably, while its alter persona is only betrayed by the carbon fibre inserts and AMG steering wheel. Twist the dial into the red zone and it moves with purpose, and for me, that is exactly what a 53 should be. But in this new age of electrification, the question now becomes, ‘what’s it like to live with as far as charging and refuelling are concerned?’ The regen braking isn’t nearly as aggressive as, say, the C63 S, so you will need to plug it in occasionally to unlock its full power. I found that the battery lasts about as long as a full tank of fuel if you don’t activate Sport+ for every trip. As for EV-only range, you can probably rack up a respectable 70km without the engine turning over. But, honestly, in a car like this, that’s a waste.
For me, the E53 makes perfect sense. It looks, feels, and behaves like an E-Class with zero compromise on comfort or luxury. But turn up the dial, and this otherwise sedentary beast awakens to satisfy a primal urge. Where a CEO might appreciate the calm confidence of the E220d, this is a car for the stockbrokers. Someone who takes calculated risks but still needs to keep things buttoned up the rest of the time.
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