2026 Mercedes-AMG E53 Wagon Review: Everything Bagel

I cannot think of another car that is more “everything bagel” than the 2026 Mercedes-AMG E53. There is a lot going on when you’ve got a turbocharged, plug-in hybrid performance luxury station wagon. Understandably, you may have some concerns as to whether that dilutes some of the points the car attempts to make. I did, especially after driving the new hybrid C43 and 63 – three strikes, the lot of them.

Counterpoint: There is not a more perfect embodiment of the German auto industry out there today than this E53. Out there in Bavaria ( and Baden-Württemberg), they’re just doing every damn thing, with mixed results. So what sets the E-Class apart? What makes this hybrid luxury sports car better than that one? Can’t tell you. But I do know it’s a good one.

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Powertrain And Driving Experience: 8/10



The E53’s turbocharged, hybridized inline-six drivetrain.

Chase Bierenkoven

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The usual AMG treatment applies here: add power, add flares, add badges, add fun. For such a fat car, at more than 5,200 pounds, the AMG can party. A few optional extras help this along, like the AMG DYNAMIC PLUS Package (yes, they do capitalize it like that), which adds a hefty $3,150 to the wagon’s $97,000 MSRP. Worth every penny, as you’ll get carbon ceramic brakes, an e-LSD, dynamic engine mounts, and Race Start.

That one’s important. On its own, the E53 pairs with a 3.0-liter inline-six-cylinder engine producing 433 horsepower on its own. An electric motor provides further motivation, bringing total output to 577 horsepower and 553 lb-ft of torque. Race Start bumps that figure to 604 horsepower during launches, with the standard all-wheel drive and 9-speed dual-clutch automatic getting you to 60 in 3.8 seconds.


The big brakes come as part of the AMG Dynamic Plus package.
Chase Bierenkoven


Unsurprisingly, the AMG rips. There’s an absolutely ridiculous amount of grip from the Pilot Sport 4S tires and all-wheel drive, and the lightning-quick transmission never once got in my way, even when I did the shifting. The steering is as dead as dead gets, but that’s German cars in 2026 for you. With your skull matted into the heavily bolstered seats (also an option), you’ll find your eyes pushed to the end of their ropes under braking. It’s vicious, and the neutral handling means that you can carry as much speed as you dare into any corner.

I’ve got but two gripes. First, the brakes have some kind of weird adaptive nonsense going. It’s horribly programmed, so the pedal feel is very inconsistent. As you can imagine, that may lead one to believe their brakes have faded quite a lot or not at all when they either have or haven’t. Which one remains the AMG’s little secret. Then there’s the AMG-ness. Or lack thereof. This thing is too composed, too confidence-inspiring, and way, way too easy to drive. Where is my death missile??

Range And Charging: 3/10


Turbo and hybrid: the sports car of today.
Chase Bierenkoven


The AMG is also a plug-in hybrid on top of being a 600-horsepower super sports car. On a single charge of its 21 kilowatt-hour battery pack, the sole electric motor will piddle you around for about 41 miles before going dry. When it’s time to charge, you can do so at up to 60 kilowatts. It’s quick enough for a PHEV, but the range is disappointing. Still, there’s more than enough power to zip you along through traffic without feeling like you need the gas engine to cut in and help out.

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Technology: 3/10



Chase Bierenkoven

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On a personal level, I hate the tech in here, even though it all works flawlessly and looks good doing it. That’s the thing, though; the AMG is just always doing something. I feel bombarded with notifications in a very Microsoft Teams kind of way, and I really don’t love the optional camera systems that are only recording locally to the car and will never, at any point in the future, be used to sell you something or sell something about you.


I just am not ok with this from a privacy point of view.
Chase Bierenkoven


Luckily, you can order the E-Class without a lot of this extraneous nonsense, including the cameras. On its own, the huge center screen is clear, crisp, fast, and pretty to look at. Both phone projection and native software work great, and I never had a problem with the system. I do wish Mercedes would ditch the haptics on the wheel: it should not take me multiple swipes to change the track. The rest is great, the assists work well and the sound system did a solid job.

Interior: 10/10



Chase Bierenkoven

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I love the rest of the interior, especially these AMG seats. They feature a very aggressive bolster to them, which I really have grown to appreciate as cars have gotten better at generating lateral grip. I’m locked into these things, but they’re not hard or difficult to lift yourself up out of. The rear seats are a little bolstered on the edges, which is a nice touch, and they’re plenty comfy, too. As you’d expect of a Mercedes clearing six figures, the materials are all top notch.

Exterior Design: 10/10



Chase Bierenkoven

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I adore the way this thing looks. Mercedes’ updated grille and lights situation is a huge improvement over a few years ago, and that little dash of AMG on top really ties the whole sleeper car thing together. The big red brakes give it all away, which is fun, but the sculpted fenders, raked roofline, and wagon silhouette really do it for me. It’s a quintesentially German look I think I am genetically inclined to like, but this is probably the best-looking of the fast wagons right now.

Cargo: 8/10



Chase Bierenkoven

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There’s a cavernous 64 cubic feet in the back of the Merc, which rivals SUVs of similar size. There’s absoultely no reason this couldn’t be your only car, which furthers the idea that the fast wagon is perhaps the one do-it-all formula that really works. Little stuff also makes the Merc easier to live with, like the rear seat drop-switches that you can operate from the trunk, or the cargo cover that hinges upwards when the trunk is open.


Little stuff like this is what I expect at this price point.
Chase Bierenkoven

Pricing And Value: 10/10


The E53 may not have a V8, but it has value on its side.
Chase Bierenkoven


The V8-powered E63 wagon that preceded this will be deeply missed. It’s also the biggest pain point compared to competitors, all of whom still have one. BMW’s M5 Touring is a bit heavier, much more powerful, and also more expensive, at 5,481 pounds and $125K MSRP with 717 hp and 738 lb-ft compared to the E53’s 5,424 pounds, a $94,600 MSRP, and 577 hp. Audi’s $132,000 RS6 packs a mild-hybrid twin-turbo V8 and 621 horsepower, weighing in at 4,857, the lightest of the bunch.

As-specified, this E53 came in at a hair over $111,000 – still a fair bit less than both the Audi and the BMW. While I would happily pay up for the extra V8 goodness, the added practicality behind a PHEV in this super useful wagon format is very hard to ignore, especially when it’s cheaper. Should an E63 come along, I imagine it’ll be a slam dunk.

Verdict: 9/10



Chase Bierenkoven

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The E53 AMG almost never puts a foot wrong. When it does, I find it mostly forgivable. Sure, it’s not the death machine it could be, but that’s hopefully what the E63 will be. The tech is annoying, but you can save money and get less of it. The performance add-ons clear $6k on their own, but its a $6k worth spending because the AMG still costs less than its rivals do. I cannot ignore the fact that this thing is down on power, but so far, it’s also the only everything bagel performance hybrid that’s truly managed to impress me. Well done Mercedes.

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