Mercedes-Benz E53 vs Audi RS5

What's the difference?

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.

It's hard to look past the fact that the RS 5 Sportback is more than $50k more expensive than an S5 Sportback, which itself is hardly cheap. But is it the pick of the RS 4 and RS 5 family? Probably, but I’m personally still a sucker for the RS 4’s wagon shape

I also reckon it’s currently the pick of the three fast German options, and I love that you can get it in this bodystyle.

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

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.

From the B-pillar forward, the RS 5 Sportback is identical to the Coupe, with the same deep and aggressive front apron to set it aside from the lesser S5 and A5 models. The same applies at the rear, with a bespoke rear bumper with large oval exhaust outlets on either side.

It also scores the delightfully pumped wheelarches on each corner of its mechanical siblings, along with the same 20-inch wheels.

Like the coupe though, one detail that seems to be missing from the previous RS 5 is a significantly wider track. Compared with the S5 Sportback, the RS 5 Sportback’s track is just 11mm wider at the front and 20mm at the rear, so if you halve those figures per side they’re likely just from additional camber in the wheel alignment settings.

So those wheelarch blisters are largely for aesthetics, rather than a necessary adjustment to allow for a broader stance.

Enough of the comparisons though, the five-door liftback bodystyle gives it a uniquely sleek yet practical appearance, with all of the tasty performance cred of the coupe and wagon.

Also as I alluded before, BMW is unable to build you an M4 Gran Coupe, which would be its BMW equivalent, due to the regular Gran Coupe being built in a different factory to the 3 Series sedan and 4 Series coupe. And Mercedes-AMG’s C 63 bodystyle options are limited to sedan, coupe, wagon and convertible - there just isn’t a five-door liftback on the list.

The RS 5 Sportback’s interior is a continuation of the beautifully detailed coupe and wagon, with real carbon fibre, aluminium and leather tastefully applied leather that has a subtle edginess that really fits the Audi RS brand.

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.

This is where it’s hard not to make Goldilocks analogies. Where the RS 5 coupe has a decent boot with a small, sedan-like opening and a back seat for two that’s difficult to access via the front doors, the RS 4 has a great wagon boot with a huge opening and a back seat for three that’s easy to access because it has back doors.

The RS 5 Sportback is closer to the latter, but sacrifices the cargo height of the wagon and the sloping roofline will mean that taller passengers may want for more headroom and easier access to the back seat. It does retain the wagon’s third seating position back there though, and neither back seat compromise is an issue for my 172cm height.

Its 480 Litres VDA seats-up boot capacity is a match for the S5 Sportback, which is only 25 litres short of the RS 4. Like the S5, a space saver spare sits beneath the boot floor.

The RS 5 Sportback also ticks important convenience boxes like dual cup holders front and rear, bottle holders in each door, decent oddments storage and auxiliary connections front and rear, plus ISOFIX child seat mounts for both outward rear seat positions.

If you’ve ever found yourself perusing Audi’s mid-size RS line-up and been disappointed by the lack of back doors in anything without a wagon body, the RS 5 Sportback is the solution.

Two door coupes are a pain to live with unless you have no need for the back seat, and I’m led to believe that there are some who aren’t enchanted by the RS 4 Avant’s epic cool factor.

If this is you, and your local freeway onramp isn’t long enough to suit the S5 Sportback’s 4.7s 0-100km/h claim, you’ll also be delighted to know that the RS 5 Sportback is priced at the same $157,700 (before on roads) as the RS 5 Coupe, and $4800 above the RS 4. You won’t be as delighted by the $51,900 premium over the S5 Sportback.

The standard equipment is a match also, with the Quattro sport rear differential, RS sports exhaust and 'Dynamic Ride Control' with adaptive dampers all on the list.

You’ll also find the black 'Fine Nappa' leather sports seats with diamond stitching, Bang & Olufsen 3D audio, LED headlights, gloss black exterior details, panoramic sunroof and red brake calipers.

The Audi virtual cockpit driver display also features, plus RS-specific tyre pressure, torque and g-force readouts and a shift light.

The RS 5 Sportback aligns with the MY19 RS 5 coupe spec upgrade, which brings a head-up display, wireless phone charger and USB outlets for rear passengers.

The RS 5-exclusive 'Sonoma Green' paint seen on the coupe is also now available on the Sportback for the same extra $1950 any colour aside from Nardo grey will add to the sticker price.

One detail you don’t get on the coupe is the auto liftback with gesture control, similar to the RS 4’s tailgate.

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.

The RS 5 Sportback is a genuine mechanical match for the coupe and RS 4, which means the same and impressive 331kW/600Nm 2.9-litre twin-turbo V6 and delightfully adaptive eight-speed ZF torque converter auto.

Max power is available from 5700-6700rom, while peak torque is accessible all the way from 1900-5000rpm.

The Quattro all-wheel drive system retains it 60 per cent native torque bias for more of a rear-drive dynamic. 

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.

Given the familiarity of the RS 5 Sportback’s mechanical package, there’s also no surprises with its fuel consumption.

The official combined fuel consumption figure is 8.9L/100km, which is 0.1 more than the coupe, and the same as the RS 4.

We managed a rare feat during our 350-plus kilometre drive taking the back way from Canberra to Goulburn, to Oberon, then to Bathurst via Lithgow, where we managed to match the official combined figure on the car’s trip computer.

While it’s a good rule of thumb that you can do this on a steady motorway cruise, it was mighty impressive to do it along the flowing country route with regular climbs and overtaking.

It is worth noting though that like all RS models, the RS 5 Sportback commands expensive 98 RON Premium unleaded as a minimum.

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.

There’s a good chance you’ve skipped straight to this point, and if you've driven the excellent RS 5 Coupe or the RS 4 you won’t find any surprises in the RS 5 Sportback. This is a very good thing.

Compared to its muscular looks, its general refinement around town is still a really nice surprise for a car of this performance calbre. It’s not hard to imagine driving your grandmother around in comfort. In fact, she would have been right at home on our 350-plus kilometre country cruise between Canberra and Bathurst. 

You might miss the V8 growl from an AMG, but the V6 does make a nice bark once you give it some decent throttle, and it delivers those 331kW and 600Nm very effectively through those two turbos. As I often find myself saying these days, this thing is so easy to drive so fast!

Its very impressive 3.9 second 0-100km/h claim feels entirely realistic, which matches the coupe and trumps the RS 4 by two tenths.

You probably won’t be surprised to hear that the ZF eight speed torque converter auto feels right at home with the RS5, being smooth as around town, and as responsive and quick to shift as you’d ever want it to be when you’re getting up it.

Its overall refinement does mean it’s not quite as exciting to drive fast as the AMGs or BMW Ms, even with the controls and mechanicals tightened up in Dynamic mode.

Our best opportunity to put it through its performance paces was via the surprise set of bends hidden between Bathurst and Sofala, where it simply honked its way uphill. You instantly forget that it's a rather large five seater with almost room for a pony in the boot. There’s miles of grip, it steers really nicely and the big brakes do a really good job under pressure. This, is a proper RS.

While not specifically stated, the RS 5 Sportback should be covered by the same five-star ANCAP safety rating as the rest of the fixed-roof A5 family. Note that this rating was awarded based on older 2015 criteria though.

It matches the RS 5’s impressive list of standard safety features, which includes front city AEB with pedestrian detection.

Interestingly, the initial Sportbacks being delivered to Australia match the six airbag count of the coupe, which covers front and side airbags for the driver and passenger, along with curtain airbags covering the front and rear.

The second batch and all future RS 5 Sportback examples will match the eight airbag count of the wagon, which adds rear side airbags to the list above. If you’re about to place an order, I’d strongly recommend insisting on the eight airbag version that this score is based on.

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.

Like all Audis, the new RS 5 Sportback is covered by a three year, unlimited kilometre warranty. This is short of the five year-plus periods that now form the status quo among mainstream brands, but equal to the terms offered by BMW and Mercedes-Benz. Lexus differs by offering a four year, 100,000km plan. 

RS 5 Sportback service intervals are a generous 12 month/15,000km though. 

Another detail to be aware of is that RS models are still exempt from Audi’s Service Plan Pricing capped price servicing plan.