2024 Mercedes-AMG CLE 53 4Matic+ | PH Review

It’s funny that there hasn’t been much talk about the latest four-cylinder hybrid C 63 since the first drives over a year and a half ago. In that time, Mercedes-AMG has rolled out V8-powered ’63s for the S, SL and upcoming GT, but the electrified C remains as we wait for a second, final bite of the cherry. Having created this vacuum, the manufacturer could use a quick and easy win to fill it. On paper, there’s a good chance its beefy new coupe could be just that.

Certainly there is a sense of relief that the CLE 53 4Matic+ is a stripped-back AMG, eschewing the overly complicated Formula 1-inspired hybrid system in the C 63 (although there are rumors that the 2.0 liter engine will be used in the coupe). also over time) and instead has a much more straightforward 3.0-liter turbocharged inline-six. There’s still a hybrid element in the form of a 48-volt system in the nine-speed automatic transmission, but it’s purely there to reduce fuel consumption a bit, smooth stop/start, and provide a 23-horsepower boost during hard acceleration. Additionally, as we’ve seen in other Merdeces-AMG applications, there are electric motors that keep the twin-scroll turbocharger revving to minimize lag. And that’s it: no battery management, no special application programs.

Better yet: The CLE 53 now looks like a real AMG. While older 53s tended to resemble the upgraded AMG Lines with every overnight backpack option enabled, the hotter CLE looks big with a new, aggressive front bumper and bubble arches that increase the width by 58mm at the front and 75mm at the rear more threatening. Opt for the AMG styling package, with its deeper front splitter, chunkier diffuser and larger rear spoiler, and you could swear you’re looking at a full-blown ’63 – especially in matte black with the silver rims.

The wider shoulders of the CLE 53 are particularly noticeable in the tight, winding and mostly confusing curves of our test route in the south of Tenerife, where every passing bus involuntarily inhales through gritted teeth. It’s a big thing and, at a whopping 2,000kg, a heavy thing too, although the CLE mostly hides its weight well with responsive front and rear steering that deftly steers the rear through tighter hairpin bends. Add enough speed as you enter and the wheelbase appears to shrink as the rear wheels shift up to 2.5 degrees in the opposite direction to the front wheels, increasing the feeling of the car sinking mid-corner turns to you. This inspires confidence to get the power sooner, which is rewarded with a refined, characteristic slight slip at the rear. Of course not in a suggestive, old-fashioned AMG V8 playfulness. But enough to point out that it’s not entirely straightforward either.

Thanks to the four-piston front brake calipers with 370 mm discs, braking performance is enormous and the pedal feels pleasantly progressive under load and when turning into corners. True to proven Mercedes form, the steering isn’t the last word in tactility and feels a bit sluggish off-center, which can make the front end feel sluggish when you first turn. However, crank it up a little more and the nose shoots toward the next apex as the rear-wheel steering comes to life. As you can imagine, this results in a pretty noticeable gradual change in responsiveness, and it takes a few turns before your expectations are reset.

Fortunately, the in-line six-cylinder delivers its 449 hp and 413 lb ft more linearly. Squeeze the throttle and the engine responds by hurling you towards the horizon (well, the thin wooden barriers along the mountain roads) almost instantly, thanks to the availability of so much torque. AMG has obviously worked on this area with the CLE 53’s updated M 256M engine, which features new piston rings and a new exhaust turbocharger as well as an additional electric compressor. There’s also an overboost function that activates automatically when you open the throttle, increasing peak twist to 443lb ft for ten seconds.

It’s hugely effective in a straight line, and the rear-biased all-wheel drive will fling you out of corners like a bungee let loose. However, it would be even better if the in-line six-cylinder turbo engine had a little more character. Don’t get me wrong, it’s more pleasant than the booming roar emitted by the C 63’s 2.0-litre engine – and it would never sound like a BMW S54 heading into the red – but there certainly is a way to inject a bit more bark into a car that looks like it has tons of bite. (And no, pumping fake induction noise into the cabin isn’t a perfect solution, Mercedes.)

Predictably, you can tweak the exhaust note and pretty much everything else with a veritable smorgasbord of driving modes provided by Mercedes-AMG. Opting for the optional AMG Dynamic Plus package unlocks ‘Race’ mode, which includes a drift program (although there were too many coaches full of British tourists to take advantage of that), as well as a ‘Race Start’ option. Launch control feature, which according to a helpful Mercedes technician, only works when the transmission is at a balmy 56 degrees Celsius, presumably to prevent it from blowing up after repeated traffic light drag races. It’s a nice reminder that the company knows what its customers want, even if they don’t respond to every request.

The nine-speed automatic’s shifts are nice and quick in race mode (aside from the deep thump from the exhaust with every upshift), but it’s the C53’s ride quality that really impresses. After spending the morning in the CLE 450 Cabriolet, which could feel a little wonky on the switchbacks, the increase in intent is noticeable. There’s hardly any body roll when moving between hairpin bends, and with the adaptive AMG Ride Control dampers in their firmest ‘Master’ setting, there’s even a hint of road texture felt through the seatbacks. Even in Comfort mode, you don’t lose the feeling of maximum body control. Additionally, the throttle becomes less responsive and the transmission stops trying as hard to impress you.

This is significant because scrolling through the different modes using the two steering wheel buttons can be a bit awkward at first. The right dial works like a normal mode selector by turning the outer ring, while the left combines touch controls and physical buttons to cycle through the damper, ESC and exhaust settings. The easiest way is to set the whole thing up before driving, which is made easier by the brilliant 11.9-inch MBUX-powered central display. The OLED screen is a visual treat and is just as responsive as the engine before it, so it never feels like a chore to rearrange everything – interior lighting, instruments, Custom mode, etc. – so it’s exactly how you want it .

How the rest of the cabin is designed really depends on how much you’re willing to spend on options. The sport seats that came with this car provided good grip on the mountain passes. However, if you want your CLE 53 to look more like a GT, more comfortable seats are also available. And while the shiny center console is a magnet for fingerprints, the metal accents, Alcantara steering wheel grips and carbon fiber trim make the CLE 53 feel just as plush as the full-size 63.

That’s actually the core of what Mercedes-AMG is aiming for here. They might have had to put a lot less effort into the CLE 53 to achieve something resembling the same result, but the car they came up with looks a lot more like the now-superfluous C63 coupe than perhaps it should have . Granted, no six-cylinder engine can replicate the shock and awe of the V8 engine, but its presence is still the key differentiator that makes the new model feel like a welcome return to beefy, considered form. Well, that and the price starts at £73,075 and £78,825 respectively for the Pro Performance package with more aggressive aero and additional riding modes. We’ll have to wait and see what Affalterbach has to offer for a ’63 version of the CLE, but unlike previous years, there seems to be no guarantee that whatever comes along will automatically overwhelm the likeable middleweight option.

Engine: 2,999 cc six-cylinder turbocharged hybrid
Transmission: Nine-speed automatic, all-wheel drive
Horsepower): 449 at 5,800 rpm-6,100 rpm
Torque (lb ft): 413 at 2,200-5,000 rpm (443 with overboost)
0-62 mph: 4.2 seconds
Maximum speed: 155 mph (168 mph optional)
Weight: 2,080kg
MPG: 39.4
CO2: 220-212g/km
Price: from £73,075