BMW Alpina B4 VS Mercedes-Benz E-Class
BMW Alpina B4
- Ride and handling
- Brilliant engine
- The price
- No Apple CarPlay/Android Auto
- Some dodgy styling features
- Numb steering
- Rear headroom in coupe/cabrio
- So-so warranty
BMW Alpina B4
If you're looking for a sleek, two-door coupe with a sparkling chassis, rear-wheel drive and a charismatic turbo straight-six, BMW has you covered with about eight choices. That should be that, then. But wait. There's more.
Since 1965, Alpina - the name of a resurrected a typewriter company - has collaborated closely with BMW to produce distinct, high performance Alpina-badged cars. It actually started with a Weber dual-carburettor unofficial conversion for the BMW 1500 in 1962 and over the years built into a racing operation winning championships and races like the Spa 24 Hours.
Alpina returned to Australian shores in 2017 after a long hiatus with a new range including the BMW 4 Series based B4. Not long after, BMW updated the 4 in what it calls LCI (Lifecycle Impulse), so Alpina followed suit with a price drop, new gear and called it the B4 S.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
To say Mercedes-AMG is popular in Australia is like saying the young people are fond of Drake, or that football fans seem to appreciate Ronaldo’s skills.
Per head of population we buy more of the three-pointed star’s go-fast specials than any other country on the globe. Typically, between 15 and 20 per cent of all Mercs sold here are of the AMG variety.
The ‘43’ suffix appeared on C and E Class variants, meaning a 3.0-litre, twin-turbo V6 had been slotted under the bonnet, providing enough grunt for day-to-day enjoyment without the hardcore edge of a big-banger V8.
But the boffins at AMG’s Affalterbach HQ can’t seem to help themselves because the E 43 has been replaced by, you guessed it, the gruntier E 53.
Powered by a 3.0-litre, in-line six-cylinder turbo engine, the 53-series delivers close to 15 per cent more power and a huge dollop of extra torque courtesy of its tricky ‘EQ Boost’ starter/alternator system.
So, has the civility and relative efficiency of Merc-AMG’s only slightly psycho E Class models been maintained, or has another beast been released?
|Engine Type||3.0L turbo|
|Fuel Type||Hybrid with Premium Unleaded|
BMW Alpina B47.4/10
You could almost call the B4 S the anti-M4. It's still fast and practical but from a completely different perspective. It's much more a grand tourer than the M4 and even with the Akrapovic exhaust (usually a byword for joyous, anti-social racket), subtle.
For some, the price won't matter because the Alpina delivers what they want - M4-like straight line performance without the histrionics or the uncompromising chassis. And there's also a bit of that perverse exclusivity of the styling that you won't get anywhere else.
Is Peter right? Is it the anti-M4? Or just a tarted up 4 with a bit of extra grunt?
The Mercedes-AMG E53 is a supremely refined and satisfying performance/luxury package. For those who want the practicality and style of a high-spec E-Class, with an extra performance boost (but not the full-fat V8 drama) it’s got to be an appealing option. Plus, the high-tech hybrid drivetrain is brilliantly executed and seamless in operation.
Does the E 53 AMG do enough to warrant the hallowed Affalterbach seal of approval? Tell us what you think in the comments section below.
BMW Alpina B47/10
Alpina has always had a particular aesthetic that could uncharitably be termed as mid-'80s West German - all set square angles and body graphics. Think David Hasselhoff's Berlin Wall look. The company has never really deviated from adding squared-off body bits to the various BMWs it has rebadged under its long-running agreement.
For the B4S, Alpina adds the signature billion-spoke alloy wheels (only a slight exaggeration), a new front splitter complete with Alpina lettering, a weirdly proportioned boot lid lip spoiler and - not even joking - pinstripes. Like I said, mid-'80s West German. You can still recognise the sleek 4 Series Coupe but perhaps the worst of it is the super-sized, wonky-looking ALPINA B4S on the boot.
Inside is rather more restrained apart from the ill-fitting Alpina plaque under the climate control. Again, it's all 4 Series in here, with the lovely Merino leather liberally applied across the cabin. Less lovely is the wood on the door pulls and console but the door cards have an oddly appealing woven leather which looks and feels good.
Sadly the standard 4 Series steering wheel is along for the ride. There's nothing wrong with it - although the Alpina logo does look out of place - but if I were a product planner, I'd beg for the lovelier M wheel.
Keen car-spotters will pick the E 53 courtesy of its ‘twin-blade’ radiator grille (in silver chrome) with black mesh insert in place of the standard E-Class ‘diamond’ version, and a distinctive ‘A-wing’ front apron design.
AMG-specific side sill panels link the front fascia to a rear treatment including a high-set diffuser panel and quad exhaust tailpipes finished in high-gloss (black) chrome.
The interior doesn’t vary dramatically from other high-end E-Class variants, the biggest differences being grippier, leather-trimmed sports seats, dark ash wood trim on the dash, console and doors, plus an ‘AMG Performance’ steering wheel trimmed in nappa leather.
A twin (12.3-inch) screen ‘Widescreen Cockpit’ media and instrument array includes the ability to scroll through an AMG-specific digital display, scrollable through ‘Classic’, ‘Sporty’ and ‘Progressive’ configurations.
Via the AMG menu it’s also possible to call up read-outs including engine and transmission oil temp, acceleration (longitudinal and lateral), engine outputs, turbo boost pressure, tyre temps and pressures, as well the current vehicle set-up.
BMW Alpina B46/10
If you're in the front, you're in luck - it's a comfortable place to be, with plenty of leg and headroom. Down back isn't terrible despite the coupe roofline. The two seats are nicely shaped for maximum comfort and separated by an odd plastic tray. The fold-down armrest has two cupholders.
Front seat passengers score a pair of cupholders (bring the total to four for the car) and the long doors will hold a bottle each.
The boot swallows a reasonable 445 litres, which isn't at all bad.
Despite availability in sedan, coupe and cabriolet form, the E 53 launch drive program focused exclusively on the coupe and cabrio.
Like all E-Class models the E53 offers plenty of space up front, as well as a generous, lidded console box incorporating multiple USB ports.
A second flip-top section in front of the media controller houses a pair of cupholders, oddments space and a 12-volt power outlet, plus there’s a medium-size glove box, and the doors feature long bins including big bottle holders.
Rear room in the sedan is typically E-Class generous, with three adults across the back seat a genuine option on shorter journeys.
Adjustable air vents are welcome, and a fold-down armrest houses two cupholders and a lidded bin, with another two USB ports provided. Door pockets incorporate bottle holders and there are map pockets on the front seatbacks.
The sedan’s boot capacity is 540 litres, more than enough to swallow a pram and accompanying baby ‘stuff’, or our three-piece hard suitcase set (35, 68 and 105 litres). And the 40/20/40 split-folding seat back liberates yet more space.
Backseaters (two only) in the coupe and cabrio are well catered for. Legroom is surprisingly substantial, although with the roof up, at 183cm, headroom for me was just adequate. With the cabrio’s roof down however, that improved considerably. Worth noting that sensors in the front seats’ adjustment system stop them from hitting a rear passenger’s knees. Nice.
In terms of storage and convenience, there’s a pair of cupholders between the seats, adjustable air vents, map pockets, and some oddments space near the outside armrests.
Boot capacity in the coupe is 425L and 385L in the cabrio, with the rear seat splitting and folding to offer through-loading space. An electrically controlled, retractable separator in the soft-top’s boot defines the space filled by the roof when folded (which still leaves 310L).
Tyres are run-flat on all variants, so don’t bother looking for a spare of any description.
Price and features
BMW Alpina B47/10
If you thought BMW don't mess about when pricing up its cars, you best strap yourself in. The 440i-based B4S starts at a solid $149,900. That's $48,000 more than the 440i and significantly more than an M4 Pure. But there's plenty of gear on offer and some genuine, bespoke Alpina additions.
Standard are 20-inch signature Alpina alloys, 16-speaker harmon kardon-branded stereo with DAB, super-soft Merino leather everywhere, dual-zone climate control, around-view cameras, reversing camera, sat nav, keyless entry and start, front and rear parking sensors, active cruise control, heated and electric front seats, head-up display, auto headlights and active LED headlights, LED taillights and electric sunroof.
The stereo and sat nav are run by BMW's iDrive. It's a cracker of a system and almost gets away without Apple CarPlay and Android Auto. The absence of such simple pleasures at this price point is a bit lame, but here we are.
Pricing for the Mercedes-AMG E 53 ranges from $167,129 (plus on-road costs) for the sedan, through $172,729 for the coupe, and $181,329 for the cabriolet.
Then the cabrio is something of an outlier, with the BMW M4 Competition ($165,615) again a smaller but faster and cheaper option. In the hunt for other performance-focused 2+2 convertibles, you’re into the entry-point of Porsche’s 911 line-up with the Carrera Cabriolet ($248,350) representing a close to $70k premium.
All variants are suitably well equipped. On top of the standard performance and safety tech detailed in later sections, the E 53 is fitted with dual-zone climate control, 13-speaker Burmester audio (including digital radio and Apple CarPlay compatibility), keyless entry and start, nappa leather trim, sports seats, ‘AMG Performance’ (flat bottom) sports steering wheel (also trimmed in nappa leather), adaptive LED headlights (plus active high beam), and 20-inch alloy wheels.
Also included are the Widescreen Cockpit display (twin 12.3-inch screens covering multimedia and instruments as well as ‘Linguatronic’ voice control), sat nav, ambient interior lighting (64 colour options), active cruise, a configurable head-up display, electric front seats (heated with memory), wireless phone charging, wood grain interior trim, electric steering column adjust, rain-sensing wipers, and a panoramic sunroof.
All that stacks up well for a contender in this part of the market. You pay the big bucks, you get all the fruit.
Engine & trans
BMW Alpina B49/10
A lot of your extra money turns up under the bonnet. These days the 440i packs BMW's slick B58 turbo straight six and the B4S does likewise. The boys from Buchloe in Bavaria (there are certain to be women there, too, I just liked the alliteration) added a pair of Alpina-spec turbos to generate a whopping 324kW and, more importantly, 660Nm. Alpina says 600Nm (the max torque figure of the brilliant M4 CS) is available from 2000-5000rpm, while the full 660Nm is available from 3000 to 4500rpm.
The M4 Pure has 317kW and 550Nm from the S55 straight-six. Just so you know.
Like the 440i but unlike the M4, the B4S employs the dependably brilliant eight-speed ZF automatic found throughout the BMW range.
Already used in other AMG models, including the entry-level version of the just-released flagship GT 4-Door, the E 53’s (M256) in-line six is a 3.0-litre all-alloy unit featuring direct-injection and a single turbo, supplemented by an electric compressor (turbo if you prefer) which builds up charge pressure prior to the main turbo coming on song. Turbo lag, be gone!
The EQ Boost starter-alternator is housed in an electric motor fitted between the engine and transmission, driving a 48-volt electrical system to support the additional compressor as well as the car’s traditional 12-volt functions (lights, cockpit, multimedia and other control units) through a DC/DC converter.
Maximum torque (520Nm) is available from just 1800rpm all the way to 5800rpm, with peak power (320kW) taking over at 6100rpm. But the EQ Boost’s hybrid party trick is the ability to drop in a brief full-throttle burst of 16kW/250Nm. Whoosh.
Drive goes to all four wheels via a nine-speed dual-clutch auto transmission and an AMG Performance turned version of Merc’s ‘4Matic’ all-wheel drive system, using an electro-mechanical clutch to distribute torque between the permanently driven rear axle and variably driven front axle.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is line-ball for sedan (8.7L/100km), coupe (8.8L/100km), and cabriolet (9.0L/100km) variants, emitting 199, 200, and 204g/km of CO2 respectively in the process.
Start-stop is standard, minimum fuel requirement is 95RON premium unleaded, and you’ll need 66 litres of it to fill the tank.
BMW Alpina B49/10
One of the key differences between the B4 and M4 is the ride. While the M4 can crash over bumps and generally be a little hard to live with, the crew in Buchloe have gone after a much more plush ride. And in that they have succeeded because the B4 S is a mighty fine cruiser. Bumps are dismissed with a haughty disdain, even Sport + silliness doesn't completely write-off ride quality.
Very impressive too, is the steering. While still not at Lotus Elise levels of feel (few cars are), the Alpina tweaks connect the your palms to the road with more clarity than what you'll find in the 440i or M4. Where the M4 particularly adds too much weight, the 440i is a bit more circumspect in that regard.
And then we come to the engine. The B58 six is a belter, better even than the N55 that preceded it. It's still a 3.0-litre straight six but is part of BMW's modular engine family that starts with a 1.5-litre triple in the Mini and 1 Series. The Alpina-spec turbos are noisier, the Akrapovic exhaust lighter and also noisier. It doesn't have the all-out crackle and pop of an Audi or Merc (perish the thought), but when you're on it, the B4 means business. The 660Nm of torque, available over a wide rev range, delivers a steel fist wrapped in a velvet glove and bubble wrap - the speed builds rapidly but smoothly.
The approach to the chassis tune seems to be based on the driving talents of mere mortals on normal roads, which is kind of like the 440i. It's terrific fun to drive hard but it's very forgiving and patient. The great thing about it is that you wouldn't think twice about jumping in it for the long haul, so comfortable and quiet is the cabin. The M4 will leave it for dead on a winding road, but that's perfectly fine.
One irritant is the replacement of the admittedly cheap BMW gearshift paddles with weirdly non-tactile buttons. They're not particularly easy to use and, probably worse for a sporty car, unsatisfying. It's an odd detail with which to go off the reservation. Cheeringly, the eight-speed ZF is its usual perfect self, so you don't have to worry too much about manual mode or go old school and use the shifter.
It only takes a few kilometres behind the wheel of the Mercedes-AMG E 53 to recognise that it fulfils its job description pretty well.
With claimed 0-100km/h acceleration sitting in the mid-4.0sec zone (coupe 4.4sec, sedan/cabrio 4.5sec) it’s fast, but not brutal. It growls without rising to the full-blown roar that’s become the aural signature of the current 63-series AMG V8s.
But don’t take that to mean meek and mild. It’s properly rapid and the sports exhaust, particularly with the drivetrain mapped to the ‘Dynamic Select’ system’s ‘Sport+’ mode leaves you (and everyone in a 200-metre radius) in no doubt that you’re driving something special.
Dynamic Select allows individual calibration of the engine, transmission, suspension and steering. Around town with everything dialled in to ‘Comfort’ the E 53 is as refined and compliant as any other high-spec E-Class.
Despite the standard 20-inch rims shod with low-profile run-flat rubber (245/35 front, 275/30 rear) the ‘AMG Ride Control’ adaptive damping combines with the overall air suspension system to provide excellent ride comfort.
Find a twisting B-road and push into ‘Sport’ or Sport+’ mode and the car’s character changes distinctly. All 520Nm of maximum torque is available from just 1800rpm right up to 5800rpm. And while that’s plenty, pin the throttle and an additional 250Nm (and 16kW), courtesy of the EQ Boost hybrid system joins the party.
Press on and as peak power (320kW) takes over at 6100rpm you’ll notice the horizon is approaching rapidly. The additional electric compressor means power delivery is beautifully linear, and the hybrid boost is undetectable.
The nine-speed dual-clutch auto is as smooth at parking speeds as it is at maximum attack. Manual changes (up and down) are rapid and positive, accompanied by entertaining blips and bangs from the exhaust in the more aggressive drive modes.
The coupe is the lightweight of the trio, weighing in at 1895kg, with the sedan and cabrio sending the needle roughly 100kg further to the right. But despite that not insubstantial kerb weight, and the all-wheel drive set-up, all feel light and nimble for their size.
While the variable steering adjusts seamlessly as lateral forces increase, no matter which mode is selected, road feel is modest at best. But the AWD system shuffles drive to the right wheel without fuss and power down out of quick corners is satisfyingly solid.
With all this performance, on-tap braking is critical, and the standard set-up is perforated and internally ventilated discs all around (370mm front, 360mm rear) clamped by four piston calipers at the front and single piston floating calipers at the rear. After an ‘enthusiastic’ session on the launch drive they remained progressive and strong.
The multi-adjustable sports front seats are comfy when they need to be, and with the side bolsters adjusted inwards, secure and grippy as G-force builds. Top-notch ergonomics complement this satisfying and well resolved dynamic package.
BMW Alpina B48/10
You’d expect any current passenger model wearing the three-pointed star to be on the leading edge in terms of active and passive safety, and the E Class range scored a maximum five ANCAP stars when it was assessed in late 2016.
The E 53’s crash avoidance tech includes ABS, EBD, brake assist, AEB, ESC, traction control, blind spot monitoring, lane keep assist, fatigue detection, a surround camera system, tyre pressure monitoring, and traffic sign recognition.
And if a crash is unavoidable all models feature dual front and dual front side airbags, a knee airbag for the driver, plus full-length curtain airbags… even a first-aid kit.
The sedan features three top tether points and two ISOFIX child restraint anchor positions across the back seat, with a two-and-two count in the coupe and cabrio.
Mercedes-Benz offers a three-year/unlimited km warranty, with 24-hour roadside assist included for the duration. Not exactly leading edge when you think about Kia at seven years/unlimited km and Tesla’s eight-year/160,000km cover.
Scheduled maintenance for the E 53 is set at 12 months/25,000km, and service plans are offered at silver and platinum levels for up to five years/100,000km.