Ferrari GTC4 vs Mercedes-Benz E53

What's the difference?

The Ferrari GTC4Lusso is a properly fast, beautifully composed, and supremely luxurious four-seat coupe.

Sadly, evermore stringent emissions regulations have put atmo V12's on the knife edge of extinction, with Ferrari, Lamborghini, Aston Martin and a few others hanging on for grim death.

In fact the twin-turbo V8 Lusso T (powered by the same engine used in the California T and 488) will arrive and be sold alongside this car in Australia later this year.

But we’d like to propose a captive breeding program to keep the big V12s alive because this engine’s soundtrack and the GTC4Lusso’s overall driving experience is magnificent.

As it turns out, the automotive world really doesn’t need an E63 S Coupe, because the E53 Coupe really does give you all you’ll ever need.

Simply put, the E53 Coupe’s balance of performance and luxury is bang on, while an E63 S Coupe would arguably prioritise one too much over the other.

Indeed, if you’re interested in a ‘relatively affordable’ grand-tourer that can get up and go when required, you could do a lot worse than the E53 Coupe.

Revealed to the world at last year's Geneva motor show, the GTC4Lusso is a substantial evolution of the out-going FF, and follows classic Ferrari GT form, with a glorious, 6.3-litre, naturally aspirated, V12 sitting majestically in its nose.

The car's proportions echo that configuration with a long snout and rear-biased, gently tapered cabin maintaining essentially the same silhouette as the FF. But Ferrari has remodelled the nose and tail; tweaking the aero detailing at the same time.

There's a host of new vents, ducts and louvers contributing to a claimed six per cent improvement in drag coefficient.

For example, the diffuser is a work of aerodynamic art, following a keel shape, with vertical fences channeling air flow towards the centre to reduce drag and increase downforce.

A wide, single-piece grille dominates a smoother front end that moves from upright to a distinct forward lean, with a neat chin spoiler enhancing the racier look.

Larger, triple-blade vents in the front wings add more aggression, and the treatment of the rear side glass and tailgate have been refined and simplified.

Always a subjective call, but we think the restyling work, done in-house by Ferrari Design, has made an already distinctive car even more appealing.

Ferrari says the interior was developed around a 'dual cockpit' concept, to “enhance the shared driving experience”, and the cabin is beautiful.
 
There's a new 10.3-inch colour touchscreen, with the interface for the climate control, sat nav and media all refreshed. It's backed up by a more powerful 1.5Ghz CPU with 2GB of RAM, and it’s much, much better.

'Our' car also boasted the optional ($9500) 8.8-inch ‘Passenger Display’ incorporating performance read-outs, and now, the ability to select music and fiddle with the nav.
 
The attention to design detail and the quality of its execution is breathtaking. Even the slender sunvisors in our test example were hand-stitched leather. And the pedals are drilled alloy. Not alloy covers, or some other faux creation – real aluminium, right down to the passenger footrest pad.

The E53 Coupe already had an alluring exterior design, but in facelifted form, it looks even better.

The big changes are up front, where the E53 Coupe now has Mercedes-AMG’s signature Panamericana grille insert, with the multi-louvre aesthetic previously the reserve of its ‘63’ models.

In fact, the entire fascia has been redesigned, with the grille flipped upside down, while the Multibeam LED headlights are flatter and therefore angrier. Naturally, the bonnet and bumper have been tweaked to match, with the former featuring strong powerdomes.

Around the swoopy sides, a sporty set of black 20-inch alloy wheels is new, matching the window trim, while the only differences at the rear are the fresh graphics of the LED tail-lights.

Yep, the E53 Coupe still has a subtle bootlid spoiler and a prominent diffuser insert, which integrates the quad round tailpipes of its sports exhaust system.

Inside, the midlife facelift really makes itself known with its new flat-bottomed steering wheel with capacitive buttons and haptic feedback. This set-up is… fiddly, with presses often confused for swipes, so it's not exactly a step in the right direction.

And that’s particularly annoying because these controls are used for the carryover 12.3-inch touchscreen and 12.3-inch digital instrument cluster, which are now powered by Mercedes’ MBUX multimedia system, which bundles in Apple CarPlay and Android Auto support.

While now familiar, this set-up remains the benchmark in nearly all regards and is therefore a brilliant upgrade for the E53 Coupe, thanks to its speed and breadth of functionality and input methods, including always-on voice control and a touchpad.

Materials-wise, Nappa leather upholstery covers the seats and steering wheel as well as the armrests and door inserts, while Artico leatherette trims the upper dashboard and door shoulders.

Conversely, hard, shiny plastics adorn the lower door panels. Given that ‘cow hide’ and other soft-touch materials are used on most other surfaces, it’s unusual that Mercedes-AMG didn’t go the whole way.

Elsewhere, open-pore wood trim features prominently, while metallic accents brighten things up alongside the sporty stainless-steel pedals and smile-inducing ambient lighting.

For once we can mention Ferrari and practicality in the same breath because the Lusso offers generous accommodation in the front and rear. Forget '2+2', the back seats are for grown-ups.

With all its drive and dynamic tech on board it's hard to think of a more elegant and capable four-seater for your next trip to the chalet for a cheeky weekend skiing off piste.

In fact, Ferrari says the FF attracted a new, younger batch of owners that make greater use of their cars.

Admittedly, Ferraris don't generally rack up huge kays, but clocking mileage 30 per cent higher than average is significant.

Front seat passengers slip easily into generous and intricately sculpted sports seats, with slim map pockets in the doors and space for bottles, a single large cupholder in the substantial centre console, as well as a lidded storage box (which doubles as a centre armrest) housing 12 volt and USB outlets.

There's also a decent-sized glove box, and a second tray sits further towards the dash to store your black credit cards, Vertu phone(s), and assorted jewellery. Its leather trimmed, double-door closure is reminiscent of the finest Milanese cabinet.

The long, leather-wrapped transmission tunnel continues uninterrupted through to the back, dividing the individual rear bucket seats. A pair of jet fighter style vents sit in the centre, slightly ahead of another two cupholders and a small oddments box containing additional USB ports.

But the big surprise is the amount of head, leg and shoulder room on offer back there. The door aperture is enormous and the front seats quickly tilt and slide forward with the flick of a single handle, so entry and egress is relatively easy.

It's an ultra-comfortable and relaxed place to be, and at 183cm I could sit behind the front seat set to my position with heaps of headroom and three to four centimetres of knee clearance. Finding space for your toes under the front chair is more of a challenge, but an extended journey in the back of the Lusso would be fine.

The only caveat there is the test vehicle’s optional 'Panoramic Glass Roof' ($32,500!), which essentially removes the roof lining, and it would be interesting to sit in a car without it.

Cargo space is real-world useful, with a substantial 450 litres on offer with the rear seats upright, and a full 800 litres available with them folded down.

There’s no spare tyre; a 'can of goo' repair kit being your only option.

Measuring 4835mm long (with a 2873mm wheelbase), 1860mm wide and 1430mm tall, the E53 Coupe is a genuinely large car, which is great news for practicality.

The boot has a pleasing cargo capacity of 425L, but it can be increased to an undisclosed volume by stowing the 40/20/40 split-fold rear bench via the handy manual release latches.

It’s worth noting that while the aperture is wide, it’s not tall, which could be a problem for bulkier items alongside the tall load lip, although two tie-down points are on hand for securing loose items.

However, what really impresses is the amount of space inside. While the front sports seats are comfortable, the two rear passengers are in for the bigger treat, with room plentiful, mercifully ending the argument of who gets stuck in the uncomfortable second row.

Behind our 184cm driving position, there’s two inches of legroom as well as an inch of headroom, although toe-room is almost non-existent.

Being a four-seater, the E53 Coupe divides its rear occupants with a tray that contains two cupholders, while they also have access to two side cubbies and a small central cubby with two USB-C ports. This cubby is positioned between the air vents at the rear of the centre console.

And yes, even child seats can be fitted, with two ISOFIX and two top-tether anchorage points available should they be required. In fact, the long front doors make this task less challenging, although those big doors do become problematic in tight carparks.

All of that’s not to say occupants in the first row aren’t treated well, because they are, with the centre console’s cubby featuring two cupholders, a wireless smartphone charger, a USB-C port and a 12V power outlet.

Other storage options include the decently sized central bin, which contains another two USB-C ports, while the glovebox is also of a decent size, and then there’s the overhead sunglasses holder.

Priced from $164,800 plus on-road costs, the facelifted E53 Coupe is actually a staggering $14,465 more affordable than its predecessor.

But if you’re not a fan of its body-style, the $162,300 E53 sedan (-$11,135) and $173,400 E53 Cabriolet (-$14,835) are also available.

Either way, standard equipment not already mentioned includes metallic paintwork, dusk-sensing lights, rain-sensing wipers, power-folding side mirrors with heating, keyless entry, rear privacy glass and a power-operated bootlid.

Inside, push-button start, a panoramic sunroof, satellite navigation with live traffic, digital radio, a 590W Burmester surround-sound system with 13 speakers, an augmented reality (AR) head-up display, a power-adjustable steering column, power-adjustable front seats with heating, dual-zone climate control and an auto-dimming rearview-mirror feature.

Direct rivals for the E53 Coupe are non-existent, with the closest being the smaller – and therefore much more affordable – BMW M440i Coupe ($118,900) and Audi S5 Coupe ($106,500). Yep, it’s a unique offering on the market, this Merc.

The Lusso is powered by a 6.3-litre, 65-degree, naturally aspirated V12 producing a monumental 507kW (680hp) at 8000rpm and 697Nm at 5750rpm.

It features variable valve timing on the intake and exhaust side, the rev ceiling is a lofty 8250rpm, and revisions from the FF installation include redesigned piston crowns, new anti-knock software, and multi-spark injection, for a four per cent gain in power and two percent rise in maximum torque.
 
Also new for the Lusso is the adoption of six-into-one exhaust manifold with equal length pipes and a new electronic bypass valve.

The Lusso features an insanely rapid-shift, seven-speed 'F1 DCT' dual-clutch transmission, working in parallel with Ferrari’s new and improved '4RM-S' system, which combines all-wheel drive, and now, four-wheel steering to enhance power down and dynamic response.

The drive and steering tech is integrated with Ferrari's fourth-gen side slip control, as well as the 'E-Diff' electronic differential and 'SCM-E' suspension damping syste.

The E53 Coupe is powered by a 3.0-litre inline six-cylinder petrol engine that produces a hearty 320kW of power at 6100rpm and 520Nm of torque from 1800-5800rpm.

The unit in question has one traditional turbocharger and an electric-powered compressor (EPC), which is available at engine speeds up to 3000rpm and can spool up to 70,000rpm in just 0.3 seconds for instantaneous punch.

But that’s not all, because the E53 Coupe also has a 48V mild-hybrid system called EQ Boost. As its name suggests, it has an integrated starter-generator (ISG) that can provide up to 16kW and 250Nm of temporary electric boost.

Mated to a nine-speed torque-converter automatic transmission with redesigned paddle-shifters, and Mercedes-AMG’s fully variable 4Matic+ all-wheel-drive system, the E53 Coupe sprints from a standstill to 100km/h in a handy 4.4 seconds.

In case you're interested - and if a Lusso is genuinely on your shopping list, you're almost certainly not - claimed fuel consumption is reassuringly voracious.

Ferrari’s claimed figure for the combined (urban/extra urban) cycle is 15.0L/100km, emitting 350g/km of CO2 in the process. And you'll need 91 litres of premium unleaded to fill the tank.

The E53 Coupe’s fuel consumption on the combined-cycle test (ADR 81/02) is 9.3L/100km, while its carbon dioxide (CO2) emissions are 211g/km.

Given the performance on offer, both claims are pretty good. And they’re made possible by the E53 Coupe’s 48V EQ Boost mild-hybrid system, which has coasting and extended idle-stop functionality.

That said, in our real-world testing, we averaged a more realistic 12.2L/100km over 146km of driving, although the launch test route only involved high-speed country roads, so expect a higher result in metropolitan areas.

For reference, the E53 Coupe has a 66L fuel tank, and it will only drink more expensive 98RON premium petrol.

Although the big V12's maximum torque doesn’t arrive until close to 6000rpm, 80 per cent of it is available from just 1750, and that means the Lusso is flexible enough to dawdle around town or storm towards the horizon with massive acceleration available via a single twist of the right ankle.

We were able to burble up more than gentle inclines (at reasonable speed), in seventh gear, with the engine more or less ticking over at 2000rpm. In fact, in auto mode, the dual clutch is always keen to march towards its highest ratio.

But if the mood is a little more urgent, despite its substantial, 1.9-tonne kerb weight, (with the help of ‘Performance Launch Control’) this family-friendly force of nature can storm from 0-100km/h in just 3.4 seconds, 0-200km/h in 10.5, and on to a staggering maximum velocity of 335km/h.

From a gruff blare on start-up, through a muscular bellow in the mid-range, to a heart-pounding howl at the top end, pushing the Lusso towards its 8250rpm rev ceiling is a special event… every time.

Channelling all that forward thrust into lateral force is the job of the double wishbone front, multi-link rear suspension, with magnetic dampers and other electronic gee-whizzery in support.

Despite the 4WD system, weight balance is an ideal 47 per cent front, 53 per cent rear, with the 'SS4' torque vectoring set-up distributing torque to the front axle when required even faster than the FF.

The 20-inch Pirelli P Zero rubber grips like a Donald Trump handshake (as do the sports front seats), and the monster brakes - ventilated carbon discs front and rear - are mega.

Even in tight, first gear corners the Lusso turns in quickly and progressively thanks to the four-wheel steering and excellent electric assistance set-up, remains neutral mid-corner and slams its power down on exit.
   
Switch the wheel-mounted Manettino dial from 'Sport' to 'Comfort' and the Lusso settles into an impressively supple mode, deftly soaking up even sharp imperfections.
 
In short, this is a big beast, but point-to-point, it's a fearsomely rapid, surprisingly agile and hugely entertaining drive.

If an E53 Coupe was your daily driver, you’d be very happy, because its balance of comfort and performance is just about as good as it gets.

Stick the boot in and the engine responds with a level of enthusiasm that only electrification can provide. Not only does the ISG provide timely thrust, but the EPC helps the E53 Coupe reach its maximum torque, although it has to work harder for peak power.

That said, despite the addition of the EQ Boost system and the EPC, the E53 Coupe still feels like a proper Mercedes-AMG model, staying true to the high-performance mantra while offering a different approach.

Critically, all the drama is there, as it charges towards the horizon with intent as the transmission swaps gears smoothly, providing relatively quick shifts and revving on the down changes when required. It all adds up to a properly exciting drive.

However, it’s the E53 Coupe’s sports exhaust system that’s likely to command all the attention with its crackles, pops and overall booming soundtrack in the Sport mode. It can also be manually engaged in any mode by pressing a button in the centre console.

And given the E53 Coupe’s 4Matic+ system is fully variable, it offers plenty of grip when briskly accelerating and enjoying the soundtrack, but its rear end can still step out briefly when cornering hard.

Speaking of handling, the E53 Coupe goes around corners surprisingly well, defying its large dimensions and considerable 2021kg kerb weight by exhibiting strong body control.

Coming into bends, the E53 Coupe can also lean on its sports brakes, which pull up with absolute confidence.

And when you’re guiding the E53 Coupe through the twisty stuff, the electric power steering comes to the fore, with its speed-sensitivity and variable ratio.

The steering set-up is somewhat disappointing at times, however, with the feedback not quite up to the level of a proper performance car.

That said, it is quite direct and feels meaty in hand – two traits that are necessary for success – with this heft increased in the Sport drive mode. Comfort is where it’s at, though, if you ask me.

That said, the E53 Coupe’s suspension uses air springs and adaptive dampers to make it a comfortable cruiser.

Sure, this set-up’s tune does prove to be a little firm on lower-quality country roads, with most bumps and lumps felt by occupants, but on well-maintained highways and city roads, it’s got suitable levels of smoothness.

In keeping with this luxurious feel, the E53 Coupe’s Noise, Vibration and Harshness (NVH) levels are pretty damn good, with tyre roar and wind whistle easily missed while enjoying its aforementioned Burmester sound system.

ANCAP awarded the fifth-generation E-Class sedan and Estate its maximum five-star rating in 2016, although it doesn’t apply to the E53 Coupe, due to its differing body-style.

That said, advanced driver-assist systems still extend to autonomous emergency braking with pedestrian detection, lane-keep and steering assist (including emergency), adaptive cruise control with stop and go functionality, traffic-sign recognition, driver-attention alert, high-beam assist, active blind-spot monitoring and cross-traffic alert, tyre-pressure monitoring, park assist, surround-view cameras and front and rear parking sensors.

Other standard safety equipment includes nine airbags, anti-skid brakes and the usual electronic traction and stability-control systems.

Ferrari offers a three year/unlimited km warranty, the latter part of that equation being somewhat hilarious because most Ferraris don't travel very far… ever.

Service is recommended every 12 months or 20,000km, and the seven year 'Genuine Maintenance' program covers scheduled servicing and labour along with genuine parts, oil and brake fluid for the original owner (and subsequent owners) for the first seven years of the car's life. Brilliant.

Like all Mercedes-AMG models, the E53 Coupe comes with a five-year/unlimited-kilometre warranty, which is currently the benchmark in the premium market. It also comes with five years of roadside assistance.

Better yet, the E53 Coupe’s service intervals are rather long, at every year or 25,000km – whichever comes first.

It’s also available with a five-year/125,000km capped-price-servicing plan, but it costs an expensive $5100 in total, or an average of $1020 per visit, with the E53 Coupe’s fifth trip charging $1700 alone. Ouch.