Mercedes-Benz E53 vs Lexus CT

What's the difference?

The Mercedes-AMG E53 Hybrid 4Matic+ is a superb blend of high-tech hybrid muscle and cossetting top-end luxury. Value is competitive, it looks (and feels) the business, despite the conventional sedan configuration it’s surprisingly practical (except for the modest boot), fuel-efficiency is a key benefit and safety is stellar. The ownership proposition is okay for the category but that’s not top of mind when an enticing series of corners ranges into view. It’s an impressive package.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The cheapest Lexus of them all isn’t chasing badge snobs with the CT200h as blatantly as Mercedes-Benz, BMW and Audi do with their entry level cars… but it’s perhaps not quite the Lexus you’d expect it to be.

It has a lovely front-of-cabin, for example, but there’s a lot of last-gen Prius in plain sight in the rear of the cabin.

The hybrid powertrain, too, is noble in concept, but the day-to-day reality is that it’s not as nice to drive, especially town to town, as a regular petrol-powered car of similar size.

The foot brake, silly multimedia joystick and odd gearshifter also spoilt the party a bit.

Empty nesters who are looking for a nice city runaround with a tinge of greenwash about it will love it… and if the current Prius is anything to go by, the next CT will be a very good thing indeed.

At first glance the E53 passes as a flash-looking Mercedes-Benz E-Class running 20-inch rims, especially in the launch car’s rich ‘Patagonia Red’ finish.

But then, there’s something about the AMG sedan’s stance that sets it apart. Which makes sense because the front fenders are wider by 11mm on both sides (compared to the E-Class) to make room for a wider front track (increased by just over 30mm over the previous-generation E53).

Wheelbase has also increased by just over 20mm to almost 3.0m and the car’s more aggressive nose treatment enhances the distinctive look.

There’s the AMG-specific radiator trim with ‘Panamericana’-style vertical slats, the sleek dual-section headlights and a large lower inlet that directs air to an additional front intercooler as well as an external opening for a wheel-arch cooler.

In profile there’s barely a hard edge to be seen, although character lines in the bonnet and along the car’s flanks contribute to a taut surface treatment.

At the rear, horizontally-connected LED tail-lights feature a stylised Mercedes three-pointed star signature, then a rear apron housing a diffuser and twin double tailpipe ‘trims’ and a bootlid spoiler on the left and right round off a beautifully proportioned design.

Climbing inside means a trip to screen city with an upright digital display in front of the driver flanked by a large central screen to the left and an additional panel for the front passenger beyond that. It’s a lot.

But once you’re on top of all the glass surfaces, details like open pore grey ashwood trim on the lower console come into focus, as do the brushed metal accents, beautifully sculpted ‘Performance’ front sports seats (optionally fitted to our launch drive example), racy stainless steel pedal covers and the five spoke AMG performance steering wheel with configurable rotary buttons.

It’s a supremely luxurious and comfortable interior. 

There are some light external revisions for the latest update of the compact Lexus CT200h. New grey 17-inch alloys are unique to the Sport Luxury, along with a black roof treatment, new L-shaped LED driving lamps that match new-design LED tail-lamps, while Lexus designers have also added its new spindle grille to the brand’s smallest model.

It manages to be inoffensive, but it doesn't really reflect the brand's latest design language of 'real world concept cars' like the NX and the LC ranges.

Inside, a couple of new leather colour options are available for the CT200h, while the addition of the wide-format 10.3-inch screen to the top of the centre console is the single largest change. Interestingly, the steering wheel controls appear to have regressed a little from the previous model, no doubt brought about by the addition of the new driver aids.

At over 4.9m long, close to 2.1m wide and a little under 1.5m tall, with a 2961mm wheelbase, the new E53 is a substantial car and feels it on the inside.

Plenty of breathing space for the driver and front passenger thanks in part to the away slope of the screen-dominated dash.

Generous storage, too, with large door bins including enough space for big bottles, a deep lidded box between the seats (which doubles as a centre armrest), a generous glove box and two cupholders under a sliding top at the front of the centre console. 

Hit the second row, and sitting behind the driver’s seat, set for my 183cm position, I have plenty of head and legroom, with enough shoulder space for three adults on short journeys. A trio of up to mid-teenage kids will be fine for a road trip.

Storage is pretty handy as well with hefty door bins and two pop-out cupholders in the fold-down centre armrest. No map pockets on the back of the (optional) Performance front seats, though.

Four-zone climate control means there’s individual temperature control for each side of the back seat, with adjustable vents at the back of the front centre console and trailing edge of the B-pillars. Very civilised.

Power and connectivity runs to three USB-C outlets and a wireless device charging pad in the front.

Thanks to the traction battery under its floor, boot volume is restricted to 370 litres (compared to 540L in the conventional E-Class sedan), although there are bag hooks, tie-down anchors and the 60/40 split-folding rear seat is able to liberate more space.

No spare tyre of any description, just a repair/inflator kit, which might make sense for automotive designers and engineers trying to maximise space and reduce weight, but doesn’t make sense for an owner stranded on the side of the road with an unrepairable puncture.

The CT200h basically replicates a small hatchback in terms of interior size. It'll seat five, but if you try to put three adults across the back, they won't be particularly happy about it. 

The roofline is quite low and the car’s waistline is high, which makes the glasshouse feel small. Room in the front is adequate, but only just for taller drivers; the sunroof, as fitted to our test example, takes away a good chunk of headroom, despite the CT200h standing just 5mm lower than a Corolla overall. 

The seats themselves, too, are mounted just a touch high to be comfortable for taller drivers, while rear seaters will complain bitterly about being stuck behind my (184cm) driving position. However, my more diminutive wife pronounced herself very comfortable behind the wheel and in the passenger seat.

A nice, small steering wheel sits in front of a single-dial dash that sports two digital screens either side. The left-hand screen changes when you change the drive mode dial between Eco, Normal, and Sport. And there's also a full EV mode button in handy reach. 

Two cupholders are line astern between driver and passenger, although storage is at a premium thanks to the size of the car. Climate and multimedia controls - and even an old-school CD player – flow right through underneath the centre console, which steals away valuable space. There are no extras like wireless charging bays, nor is there Apple CarPlay or Android Auto.

There are bottle holders in the door, but don't try and stash anything that's over one litre in size because it just won't fit.

It's quite an austere proposition for rear-seat passengers, with no bottle holders in the doors, no cup-holders and no charging points. There are fixed vents under the front seats and on the right side of the rear area, so it's not a complete desert, and there are ISOFIX mounts for two child seats in the rear.

Another practicality issue that's unique to the CT200h is the gear shifter. It operates as a spring-loaded joystick, and unless you're watching the dash indicator, it can be tricky to know which gear you're in. Other car makers have actually recalled cars with this style of transmission stick, and it's certainly something that you have to get used to. 

Likewise, the old-school foot brake is certainly an anachronism in something like a Lexus.

Based on the previous generation Prius, the nickel-metal hydride battery for the CT is hidden underneath the rear seat, so it doesn't steal away too much boot room. However, the boot floor is still quite high, and the area is rather small at 375 litres with the seats up. There is 985 litres available when you drop the seats, but the aperture is short and narrow, so larger items will be a squeeze. There is a space-saver spare nestled away underneath the boot floor, too.

Another practicality note in the negative column is Lexus's insistence on the odd joystick control for its multimedia system. It's simply not very good. It’s imprecise when compared to a touchscreen, the action and feel of our test unit was very much less than premium, and it’s just awkward and clumsy to use. The CT is not the only Lexus to use it, but we wish the company would just see the light and ditch it all together.

The 1.8-litre petrol-electric CT200h comes in three different flavours – the Luxury, the F-Sport as tested here, and the Sport Luxury. The range now kicks off at $40,900 (up $2150) and peaks at $56,900 with the Sport Luxury (up $810).

The F-Sport may be a little lacking in the actual ‘sport’ department, but it’s is pretty flush with flash kit, including not one but three motors (one petrol and two electric), auto lights and wipers, a wide 10.3-inch multimedia system, leather seats, dual-zone climate control and new 17-inch alloys.

At $50,400 plus on-roads, the F-Sport has jumped in price by $1960, but it’s gained a host of new gear, including a new driver aid system that adds auto emergency braking (AEB), pedestrian-detecting pre-collision warning system, lane departure warning with steering assistance and adaptive cruise control.

There are also LED headlights and taillights, as well as revised styling for the front and rear bumpers.

The CT will be cross-shopped against other premium tiddlers like the Mercedes-Benz A-Class, Audi’s A3 and the BMW 1 series. Comparing it like-for-like in the hybrid category, there’s the top spec Toyota Prius i-Tech, while Nissan’s Leaf could theoretically be lumped in both on price and on environmental grounds.

The E53 is powered by a 3.0-litre, turbo-petrol, in-line six-cylinder engine working in concert with an electric motor housed within the car’s nine-speed (torque-converter) automatic transmission. 

Drive goes to all four wheels via an electro-mechanically controlled clutch distributing power between the front and rear axles.

Engine performance is up by around 10kW compared to the previous E53 thanks to software upgrades, a new twin-scroll turbo with higher boost pressure (1.5 bar vs 1.1 bar) as well as additional front and wheel-arch intercoolers. 

The engine alone produces 330kW/560Nm while the permanently excited synchronous motor chips in with a solid 120kW/480Nm for overall outputs of 450kW/750Nm.

The 1.8-litre twin-cam petrol engine makes a relatively low 73kW and 142Nm, while a 60kW, 207Nm electric motor that’s also connected to the front wheels chips in its share.

Combined, the system produces 100kW, while the torque figure translates to around the 150Nm mark. That juicy 207Nm doesn’t come into play, sadly, given that the petrol engine – which is built to run cooler than a traditional Otto cycle engine, and therefore more efficiently – does most of the work.

Throw in a transaxle for the electric motor and a power inverter, and things are getting complex. However, if the Prius is any indication, the CT200h’s drivetrain is durable and relatively serviceable, with batteries estimated to last ten years or longer.

The E53’s official combined cycle (urban/extra-urban) fuel figure is 1.7L/100km, a spectacularly frugal number for such a high-performance machine. But it’s worth noting it’s predicated on the drive battery being constantly and completely recharged.

Speaking of which, the 28.6kWh, 400-volt traction battery is housed at the rear of the car under the boot floor. It delivers a claimed EV-only range of up to 100km, although that will diminish dramatically if you decide to push up towards the car’s pure-electric top speed of 140km/h.

Important to note the battery’s 21kWh ‘day-to-day’ capacity, designed to keep charge in reserve for any required ‘high-performance boosts’.

An 11kW AC charger is onboard with regenerative braking also harvesting energy, the car automatically selecting the level of recuperation power in line with traffic conditions.

In pure EV mode you can also manually adjust regen through four levels via the steering wheel-mounted transmission shift paddles. 

Auto stop/start for the engine is standard and 98 RON premium unleaded is recommended, although 95 RON is okay at a pinch.

The E53’s official fuel consumption figure and 50-litre tank capacity translate to a range approaching 3000km! But to bring that down to earth somewhat, on the launch drive program, covering urban and mostly highway running, we saw a (dash indicated) average of 6.4L/100km, which equates to a more realistic, but still lengthy, 780km between fills.

Here’s the odd thing – over 220km of largely highway driving, I couldn’t get the CT200h under a dash-indicated 10.4 litres/100km, against a claimed combined fuel economy figure of 4.4L/100km. 

I topped the tank off with 18 litres of fuel, which works out at a closer 8.8L/100km… but it still ain’t anything like 4.4. 

Another owner I spoke to, though, said he regularly records high fives with his CT200h in mixed conditions.

It runs a 45-litre tank that’ll happily take 95 RON fuel.

If you’re lining up for a Mercedes-AMG you want an optimal blend of luxury and performance and the E53 Hybrid 4Matic+ nails that delicate balance.

With 450kW (that’s 612hp!) and 750Nm under your right foot, engaging ‘Race Start’, pushing the accelerator to the floor and letting the car do its thing will result in 0-100km/h acceleration in 3.8 seconds. The fat band of mid-range torque is so satisfying to lean into.

Induction, engine and exhaust sounds combine to produce a suitably gruff soundtrack with the hybrid powertrain operating seamlessly. Hit your preferred track day or tempt legal fate and you can explore the car’s claimed (governed) maximum velocity of 280km/h. 

The nine-speed auto is slick and manual changes using the wheel mounted paddles are rapid.  In normal conditions the AWD system is biased to the rear and an electric rear locking diff helps keep things under control if you decide to get the bit between your teeth on a twisting drive.

A chunky brace links the front suspension strut mounts and the car feels predictable and stable in enthusiastic cornering. Rubber is Michelin Pilot Sport 4S (245/35 fr / 275/30 rr) which grips with satisfying determination but does make its rumbling presence felt on anything approaching a coarse chip surface (despite the car’s standard acoustic glass).

Speed-sensitive power-steering delivers accuracy and good road feel without any jitters, the standard active rear-axle steering playing its part. The ‘turning point’ is 100km/h with the rear wheels subtly turning in the opposite direction to the fronts up to that speed and in the same direction beyond it.

‘AMG Ride Control’ combines steel spring suspension (strut front, multi-link rear) with adaptive adjustable damping for the choice of ‘Comfort’, ‘Sport’ and ‘Sport+’ settings. Comfort is the pick for B-road running on typically uneven surfaces. The optional ‘Performance’ sports front seats are comfortable and grippy in equal measure. 

Braking is by ventilated composite rotors all around, with beefy four-piston fixed calipers up front. An electro-mechanical brake booster is designed to combine electrical recuperation with the hydraulic brake for more frequent and efficient energy harvesting over a longer period of time. The pedal feels firm and progressive with smooth initial bite. 

All around vision is good for a conventional sedan with a quality reversing camera, 360-degree overhead view and front and rear parking sensors helping massively with parking duties. That said, a 12.5m turning circle isn’t tiny.

If you've ever driven a Prius, then you'll be very familiar with the way that the CT drives. Based around a 73kW Atkinson cycle petrol engine which focuses on fuel efficiency rather than outright power, a 60kW electric motor (the pair combine to produce 100kW in total), a nickel-metal hydride battery array and a CVT gearbox, the CT200h – like the Prius – is a bit different to a regular hatch.

Under light throttle, the CT is quiet and moves along quite well, and you can even use full Electric Vehicle mode at speeds under 45km/h for a brief amount of time, (slightly less than two kilometres), and with a very gentle right foot.

The battery array is recharged via the petrol motor as well as regenerative braking (where heat energy is captured and directed back to the electric system) – but unlike a petrol-electric plug-in hybrid, there’s no way to stick a 240v cable into the CT to top up the battery. 

It has the unusual whines and odd noises that you would associate with a partly electric car, but the petrol motor sounds just like a regular old four-pot petrol unit, and it’s running most of the time.

One issue with the drive of a hybrid is its ability, or the lack thereof, to get off the line in any sort of hurry. You really have to mash the throttle to get going, which takes some getting used to. There’s also some hesitation and un-Lexus like thumps from the drivetrain if you confuse it by almost stopping then taking off again.

The CT200h’s biggest bugbear is that the fourth generation Prius exists. Built on a more sophisticated newer-generation platform and with a more refined drivetrain, the new Prius is a great insight into how good the next CT will be – and what the shortcomings of the current one currently are.  

The CT works well in high-traffic city environs, where a light throttle foot helps get the best out of the unusual drivetrain. Lots of lag from rest is an annoyance, as is an excess of CVT whine under hard efforts, but the CT200h pootles around town very well.  

Its small size does play against it when it comes to keeping out road noise at freeway speeds, though the CT is superior to most other similarly sized cars in this regard. As an aside, its build quality is nothing short of amazing, with minimalist panel gaps, a tight interior and lashings of paint on every surface.

Part of the update for 2018 is the addition of several driver aid systems, including AEB across the range, lane departure control with steering and adaptive cruise control. 

The F-Sport also has reversing camera and eight airbags as standard, ensuring the maximum five-star ANCAP safety score it managed in 2017.

The Mercedes-AMG E53 Hybrid 4Matic+ is covered by a five-year/unlimited km warranty with the high-voltage battery covered for eight years/160,000km. Those terms match the key players in the premium and luxury parts of the market.

Mercedes-Benz ‘Road Care’ assistance is included for the duration of the main vehicle warranty. 

Maintenance is recommended every 12 months/25,000km, with service plans offered across three- ($4110), four- ($5410) and five-year ($7570) periods. That’s an average of around $1350 for the first two and $1500 for the last one. That added powertrain complexity obviously has an impact in the workshop.

Lexus sells the CT with an unusual four-year/100,000km warranty, which includes roadside service coverage. The battery pack has an eight-year/160,000km warranty, while Lexus would like to see you back for a service every 12,500km or 12 months.
 
It’s not just about a warranty or a service interval with Lexus, though. For decades now, its customer service record has topped all industry measures, and everyone we know who has bought a Lexus with their own money has raved about the quality of the service received. 

As well, it’s a level of service that’s provided across the range. It’s a tangible benefit of buying a CT200h.