Mercedes-Benz GT vs Mercedes-Benz E53

What's the difference?

The Mercedes-AMG GT Black Series is a rare beast; in the sense that it’s both unattainable and that it makes you feel like a superhero behind the wheel.

There is more performance on offer than most can hope of using, but the best thing about Mercedes’ latest supercar is its approachability.

In my experience, the more expensive a car gets, the more stressful driving them becomes, but the Mercedes-AMG GT Black Series does something I didn’t think was possible, and turns a near-$1 million supercar into something fun.

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.

Most high-performance brands have their hardcore, track-focused models, from the Porsche 911 GT2 RS to the McLaren 765LT and the Ferrari 488 Pista.

For Mercedes-Benz, it’s the Black Series, a badge which could be found in the past on the SLK, CLK, SL-Class, C-Class, but for 2021 it’s now found on the back of the GT supercar.

To differentiate it from the rest of the ‘standard’ Mercedes-AMG GT range, a slew of racecar-like components are added, such as a fixed rear wing (with deployable insert), vented front fenders, extended front splitter and fixed-back seats.

In fact, so different is the Black Series, that the only panel that carries over from the GT is the roof, which is a carbon-fibre component to keep weight down.

Other carbon-fibre bits include the front fenders, front and rear bumpers, and rear hatch.

The most in-your-face addition might be the deeply vented bonnet, designed to evacuate hot air from the engine bay, while the hero 'Magma Beam' orange colour that juxtaposes all the exposed carbon-fibre panels is a real attention grabber.

From the outside, the Mercedes-AMG GT Black Series is bold, brash and in-your-face, but that’s exactly what a race car should be – in my opinion, at least.

I absolutely love how the Black Series looks like a Need for Speed or Forza Horizon video game car brought to life, and will turn heads anywhere you go.

Inside, the Black Series is clad in soft-touch 'Dinamica' and orange contrast stitching across many of the touchpoints such as dashboard, steering wheel and door cards.

And with fixed-back bucket seats, a racing harness and a roll cage, you’d be forgiven for thinking the AMG GT Black Series is all about function over form, but there are small touches to make it easier to live with on the road.

The multimedia touchpad controller falls easily in hand, while the shifter is flanked by an array of light-up buttons to adjust settings like adaptive suspension, exhaust note and rear spoiler angle.

Overall, the Black Series’ cabin is well-laid out like a standard AMG GT, with some nice flourishes to stand it apart.

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.

As a two-seat coupe, the AMG GT Black Series isn’t the most practical of cars, but then again, it isn’t trying to be.

The cabin is big enough to accommodate six-foot tall (183cm) passengers like myself, though the fixed-back seats are designed to be form-fitting even for slender frames.

Storage options inside include two cupholders and a shallow underarm storage cubby, and that’s about it.

Unlike the standard GT, the Black Series’ doors forgo the small storage pocket – likely to keep weight down.

Opening the boot reveals enough space for a set of golf clubs or a few weekend bags, but not much else.

Mercedes does not list the volume available in the Black Series, but with the inclusion of a rollcage and special reinforcement components to help transfer the downforce of the rear wing to the chassis, it’s safe to assume it is less than the 176 litres offered in the AMG GT.

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.

Powering the GT Black Series is AMG’s ubiquitous 4.0-litre twin-turbo-petrol V8 engine, with a few modifications.

For starters, a flat-plane crank is used for the V8 for improved throttle response, less weight and different firing order that makes it more free revving than the standard engine.

In fact, so different is the engine that Mercedes-AMG has given the Black Series’ powerplant its own internal code, with only three technicians in Affalterbach qualified to put it together.

The result is peak power of 537kW available from 6700-6900rpm, while maximum torque reaches 800Nm, on tap from 2000-6000rpm.

For those keeping track, that’s 107kW/100Nm more than the GT R.

Sending drive exclusively to the rear wheels via a seven-speed dual-clutch automatic transmission, the AMG GT Black Series will accelerate from 0-100km/h in just 3.2 seconds and top out at 325km/h.

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.

Officially, the GT Black Series will consume 13.2 litres per 100km, making it thirstier than the GT R that returns 11.4L/100km.

The GT Black Series will require 98RON petrol and this, coupled with the high consumption average, will mean a big bill at the bowser.

However, as such a focused performance machine, fuel economy in the Mercedes-AMG GT Black Series is less of an important point than something like a charismatic and dynamic engine.

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.

We’ve driven some very fast cars before, so make no mistake when we say the AMG GT Black Series is seriously quick.

The right pedal might as well be warp drive on the, Starship Enterprise, because as soon as you floor the throttle, you’re pinned to the back of the race seat and the only reprise comes from lifting off.

Aside from the immense speed, what is – surprisingly – noticeable is the noise, or lack of it.

The flat-plane crank V8’s different firing order means it doesn’t have the same burbly notes as the standard AMG GT, it’s a racier tone. That’s not a bad thing, mind you, just a different note.

And while the flat-plane crank V8 changes the exhaust note, it also makes the engine freer revving and lively.

With 537kW/800Nm on tap, you sort of have to trust the suspension and aerodynamics will do their thing to keep the AMG GT Black Series on the track, and it’s here where I think Mercedes-AMG has pulled off some sort of magic.

The combination of adaptive dampers, active aero, beefed-up anti-roll bars and a unique Michelin Pilotsport Cup 2 R tyre (featuring a silhouette of the Black Series laser etched into the sidewall) results in a terrifyingly capable vehicle at Phillip Island.

I am the first to admit that I am no Lewis Hamilton behind the wheel, I often get on the throttle too early, I can never nail a double-apex corner and my heel-toe-technique could use more work, but behind the wheel of the GT Black Series, I felt like Ayrton Senna’s spirit had taken the wheel on my behalf.

Cornering in the Black Series felt like nothing else, and regardless of what the speedo was saying, the nose of the ferocious GT flagship would just point wherever I wanted it to go.

Luckily the braking system is also up to task – thanks to carbon ceramic units fitted as standard, as well as unique pads and discs.

The brakes bite almost immediately, giving you the confidence to hit the stop pedal at the last moment before tipping into a corner.

I think the biggest compliment I can pay to the Mercedes-AMG GT Black Series is that it increases that narrow band of fun you can have in a supercar.

Sure, a driver with more skill could pilot the AMG GT Black Series with more grace, and finesse it around the corners a little quicker, but the approachability of the performance on offer is amazing.

Nothing feels intimidating, nothing feels unapproachable. The GT Black Series is so communicative that it gives drivers the confidence to feel like a hero around a race track.

If there is any criticism of the car, it’s that its limits are so high they are hard to explore, even on a circuit like Phillip Island, but maybe that takes more skill than I have, or more than just a handful of laps behind the wheel.

Of particular note, too, is that the engine of the Mercedes-AMG GT Black Series is found in the front.

There’s a reason why some exotic supercars will opt for the mid- or rear-engine layout, but Mercedes has managed to craft a front-engine, rear-drive machine that will keep up with the best the world has to offer.

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.

Like all new Mercedes models sold in 2021, the Mercedes-AMG GT Black Series comes with a five-year/unlimited kilometre warranty with roadside assist over that period.

Mercedes’ warranty easily outclasses other premium marques like BMW, Porsche and Audi, who each offer a three-year/unlimited kilometre coverage, and Lexus (four year/100,000km), while matching Jaguar and newcomer Genesis.

Scheduled servicing intervals are every 12 months or 20,000km, whichever occurs first.

Servicing costs for the Black Series were unavailable to us at the time of publishing, but maintenance of the GT coupe will ring the till up at $4750 over three years.

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.