Mercedes-AMG GLE 53 Hybrid: Power meets eco‑conscious elegance
Hybridisation in AMG continues: the new plug-in system with an inline-six has also made its way to the GLE 53. The sporty SUV has gained a respectable electric range and minimal carbon dioxide emissions. The electric addition has also improved performance, with more mechanical horsepower but significant weight gain. Does it make sense?
A fun fact to start with, which will probably surprise you: introducing the Mercedes-AMG GLE 53 Hybrid does not mean the discontinuation of the GLE 53. The new plug-in hybrid and the existing mild hybrid will coexist under the same name. However, the Hybrid suffix indicates a more versatile and powerful powertrain. Prepare yourselves for some math now as we delve into the details.
Similar to the Mercedes-AMG E 53 Hybrid, the inline six-cylinder engine in the GLE 53 has been modified and, instead of 435 hp, now achieves 449 hp in the Hybrid variant. Engineers have removed the electric supercharger and replaced it with an electric motor. However, the synchronous machine is slightly weaker than the E 53 Hybrid and provides 136 hp instead of 163 hp. Consequently, the total power of the hybrid system is 544 hp, not 585-612 hp as in the aforementioned E-Class AMG. Interestingly, the total torque is the same in the E 53 Hybrid and the GLE 53 Hybrid, standing at 750 Nm. The new Hybrid version has an advantage of 109 hp and 230 Nm over the regular GLE 53.
However, the fundamental trick of the GLE 53 Hybrid is its ability to run on electricity alone. This is important for markets where low CO2 emissions are tax-incentivised (Poland is not one of them), but even more so for the fleet emissions of AMG models. The GLE 53 Hybrid carries a massive battery with a gross capacity of 31.2 kWh under the boot, of which 24.1 kWh is usable. This energy reserve allows for a range of 50 to 54 miles per charge, according to WLTP (depending on equipment, wheels, and particularly the type of body). The range is not as extensive as in the E53 or other GLE plug-ins but still sufficient for daily city and suburban commuting.
The standard onboard charger has an output of 11 kW of alternating current and an optional fast-charging function of up to 60 kW. Replenishing the energy reserve from 10 to 80 per cent in optimal conditions takes only 20 minutes.
Unfortunately, these capabilities come with a weight increase. Hold tight: the Mercedes-AMG GLE 53 Hybrid weighs 2,800 kg (in the SUV version, according to EU standards, including a driver and luggage weighing 75 kg). That’s 425 kg more than the regular GLE 53 without this large traction battery.
So now you know why the hybrid version needs more "horses and torque." Thanks to them, the GLE 53 Hybrid boasts a shorter 0-62 mph time and a marginally better power-to-weight ratio. The 544-hp plug-in hybrid reaches 62 mph in 4.7 seconds, or 0.3 seconds faster than the 435-hp version. In the first one, each horsepower corresponds to 5.14 kg. In the second, it corresponds to 5.46 kg.
Naturally, no one paying attention to the power-to-weight ratio will ever look longingly at a 2.8-ton SUV and, when pushed to the wall, will still choose the 612-hp GLE 63 S with V8 biturbo and possibly send it to Brabus. But then again, we are in Germany where performance is paramount, and that’s the era we live in. Just a reminder, the new BMW M5 weighs 2.5 tons, and I am as concerned about that as you are. Lighter days are behind us, and in this class, no manufacturer wants to mess with carbon fibre to offset the weight of plug-in hybrids.
Returning to the Mercedes-AMG GLE 53 Hybrid: you will recognise it from the outside mainly by the thickened red GLE 53 badge, Turbo Hybrid inscriptions on the fenders, and the charging socket cap. A bit less noticeable is the additional radiator located behind the enlarged lower air intake on the bumper. Standard wheels are elegant 21-inch units, hiding massive perforated discs with diameters of 400 mm at the front and 370 mm at the rear. The front brakes have six-piston callipers – they need to be quite brave.
Due to its significantly higher weight, the AMG Ride Control+ suspension required adjustments—both in terms of software and hardware. The GLE 53 Hybrid comes standard with air suspension and adaptive damping. Different stabilisers, shock absorber mounts, and even the rear shock absorbers had to be used. AMG demands a lot from itself, but unfortunately, they could not fit the rear-axle steering system.
A pity because in the lower and lighter (although still not light) E 53 Hybrid, it’s the rear-wheel steering that provides impressive agility. The massive GLE 53 Hybrid doesn’t give the driver the same sense of nimbleness in corners, but it doesn’t handle like a barge either. AMG’s magic works; the GLE 53 Hybrid can be rather precisely manoeuvred in corners, and even if you try to tighten the turn radius, it doesn't immediately trigger the ESP – which has been precisely calibrated for this version. The GLE 53 Hybrid isn’t afraid of tight bends and hairpins but prefers carving rides on winding German country roads. However, anyone who has driven top-notch SUVs like the Porsche Cayenne with active body stabilisation knows that physics can be cheated even more, and AMG hasn’t used all its tricks here.
Absolute satisfaction in the GLE 53 Hybrid comes only when the front wheels are straightened, and the right foot is pressed down at the exit of a corner. Don’t expect excessive brutality and a kick to the back – this powertrain, even in Sport+ mode, operates relatively harmoniously and delivers power quite smoothly for an AMG. The sound of the inline-six might not be particularly typical of Affalterbach bands, but it is more distinctive than, for example, in the E 53 Hybrid. In its most aggressive drivetrain setting, it pops a bit of "popcorn" from the exhaust, and at high revs, it sounds pretty pleasant and more natural than the E 53.
The promises of electric range should roughly match reality since, in the test specimen, starting with the battery being 95 per cent charged, the computer predicted 48 miles of electric driving. Thanks to the electric motor generating 480 Nm of torque from a standstill, there's no problem with brisk starts, although afterwards, the electric motor seems to run out of breath a bit – 136 hp against 2.8 tons is no easy feat. To reach the maximum electric mode speed of 87 mph, patience is required, which AMG enthusiasts might lack.
The GLE 53 Hybrid comes into its own at motorway speeds, and its most valuable qualities become apparent at legal speeds only in Germany. Fortuitously, the route included segments without speed limits. The GLE has a hushed cabin, very comfortable seats, a standard Burmester sound system, and a suspension that does not detach you from the road reality like a typical Mercedes but allows you to relax during travel. This is where it excels best – long, relatively fast journeys. Even though due to the hybrid system, it has a reduced fuel tank – from 18.7 to 14.3 gallons – and a trunk reduced from 630 to 490 litres.
In terms of litres consumed per 100 km, it can compete with diesel: on the route from Lech am Arlberg in Austria to Munich, the GLE 53 Hybrid consumed only 7.4 litres per 100 km in hybrid mode with occasional heavy-footed moments. Of course, we started with a fully charged battery, and only under such conditions does the GLE 53 Hybrid make sense. This is a vehicle for a rather specific customer who doesn’t want to deny themselves anything but is ready to charge the battery daily. Perhaps someone is already ready for an electric vehicle but is not impressed by the current design of electric Mercedes models. Maybe it’s also corporate policy, as this model's average CO2 emissions per kilometre are just 28-29 grams.
