Mercedes-Benz E53 vs Bentley Continental

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 may not come cheap, isn’t ideal for family buyers and will have you visiting the petrol bowser regularly, but it’s still hard not to love the Continental GT.

It’s an over-the-top car in so many ways, from the dramatic styling to the plush and pampering interior to the effortlessly powerful engine, this is a car that is a pleasure to drive 10km or 10,000km.

It’s certainly not cheap, especially if you start diving into the options list, or the even more costly Mulliner program, but price is relative, of course, and for Bentley buyers purchasing one of these cars isn’t about getting a ‘bargain’ but instead it’s about experiencing the finer things in life.

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.

The most interesting aspect of the third-generation Continental GT design is how similar it looks to the first-generation model launched 20 years ago.

Put the pair side-by-side and you’ll notice the latest model is more refined and features crisper lines and more intricate details, but the overall shape and design themes, such as the grille, headlights, etc, bare a similar family resemblance.

This is a deliberate act from Bentley, choosing an evolutionary styling approach for the Continental GT in the same way Porsche has approached the 911.

As for the specific details of this particular Continental GT S model, there are some key differences between it and the standard GT and GT Azure models that sit beneath it in the range. 

The most notable - even if it is slightly harder to spot on our black test car - is a ‘black pack’ that swaps all the chrome finishes on the exterior to black.

This includes the grille, headlight surrounds, lower bumper grille, window surrounds, door mirror caps and the exhaust tips. The S also adds black sports sills and black-painted alloy wheels.

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.

As mentioned earlier, the Continental GT is a two-door, four-seat grand tourer, but while it’s certainly grand, calling it a four seater may be a stretch.

There are two small seats in the rear that can be used if absolutely necessary but anyone in the back won’t feel like they’re in a luxury car because they’ll be cramped for space - even with the roof down.

You could pop small kids in the back in a pinch (and there is a pair of ISOFIX anchor points) but the Continental GT is hardly a family car.

In fact, the Flying Spur is a four-door sedan built on the same underpinnings as the Continental GT, so Bentley does have family buyers covered.

So, let’s keep our attention on the front seats, which is where you want to be in this grand tourer. The seats are comfortable and offer fantastic support, thanks in large part to 12-way electronic adjustment.

To help you enjoy your convertible with the top down regardless of weather, the seats are heated and available with a vent to blow warm or cool air onto your neck.

The seats are just the start, the whole cabin is a blend of modern technology and classic luxury elements.

There’s the media touchscreen, but there’s also a physical button for most functions, so it’s a busy layout but one that will likely appeal to Bentley’s older clientele.

Our test car was fitted with not only the optional sound system but a rotating display, so you can hide the screen away when you’re not using it.

Overall the build quality and attention-to-detail is exceptional, as you’d expect for a car at this price. And it’s really one of the main reasons you buy a Bentley, because it has a level of luxury and quality above brands like Mercedes-Benz and Porsche.

Naturally the Continental GT doesn’t come cheap, with the range beginning at $430,300 (all priced exclude on-road costs) for the ‘entry-level’ coupe model.

The Continental GT S Convertible we’re testing here is priced from $568,400.

But with cars like the Bentley, the list price is really only the starting point as the company offers a huge array of ways for owners to personalise their cars and this can make a dramatic difference to the cost.

For example, our test car featured several additional extras including its interior leather colour combination, upgraded 1500W 16-speaker Bang & Olufsen sound system, larger 22-inch alloy wheels and more, which pushed the price to $667,806.

In terms of personalisation, the sky's the limit. Or perhaps to be more precise, your bank account is the limit. That’s because Bentley’s Muliner department can create unique colours, leathers, trims, you name it, whatever your heart desires is yours - as long as you can afford it.

Even if you don’t want to go down that path there’s still plenty of choice, with the Continental GT available in 16 standard body colours plus an extended range of off-the-shelf hues.

There are three standard roof colours with four optional colours, as well as five interior leather choices and 11 different veneer 'species' to select from.

Focusing on the equipment that comes standard with the Continental GT S, this includes 21-inch alloy wheels, air-suspension, full LED matrix headlights, a 650W 10-speaker sound system and a 12.3-inch multimedia touchscreen which incorporates navigation, Bluetooth and WiFi streaming, digital radio, Apple CarPlay and even a CD slot (which is a rare find these days).

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.

Bentley is renowned for its big, powerful engines, specifically its unique W12. That’s available in the top-of-the-range Continental GT, but the S model we’re driving is motivated by a 4.0-litre twin-turbo V8.

It may not be what Bentley is famous for, but it’s a fantastic engine in its own right and it’s paired to a well-matched eight-speed automatic transmission and an active all-wheel drive system.

Making a very healthy 404kW and 770Nm it has no trouble getting such a big car moving.

Bentley claims the Continental GT S will run 0-100km/h in just 4.1 seconds, which is very rapid and particularly impressive when you realise this car weighs 2335kg.

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.

If you’re looking for a fuel efficient car or are worried about the price of premium unleaded at your local service station, the Continental GT is not for you.

In an entirely unsurprising way, this two-tonne, twin-turbo V8 luxury car is not a fuel-sipping proposition.

Even the official combined urban/highway cycle is 12.5 litres per 100km, which is thirsty.

But if you’re spending most of your time around town, rather than driving to your country weekender, you’ll probably be looking at returns in the mid to high teens, based on our experience.

We saw an average of 16.7L/100km on the car’s long-term trip computer that included more than 1400km of driving.

Fortunately it has a 90-litre tank, which translates to a theoretical driving range of 720km - as long as you can hit the official claim.

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 duality to the driving experience of the Continental GT, as it manages to blend its obvious luxury focus with a genuinely dynamic edge that makes it a true grand tourer.

The combination of the powerful engine and air suspension means it possesses a laid back personality and effortless nature around town.

The engine delivers its performance with ease, moving this big car rapidly whenever you put your foot down, so you can jump into gaps in traffic or make a brisk getaway from the lights.

It soaks up all the bumps and imperfections on the road with minimal fuss, too, despite our test car riding on 22-inch wheels, so you feel cosseted inside the plush cabin.

However, if you find yourself on the open road, the Continental GT S is equally at home.

Dial up the ‘Sport’ drive mode and the engine feels more responsive, the steering is more direct and the suspension is more taut but still compliant.

It makes this a really fun car to drive on a fast, sweeping rural road, where you can let the engine stretch its legs.

Because of its size it’s not as enjoyable on a twisty road with lots of changes of direction, though.

But for enjoying an opulent daily commute or a weekend drive in the countryside the Continental GT S is a great companion.

Despite costing more than $500,000 there are still several optional safety features for the Continental GT, which is surprising and disappointing.

There is a decent level of standard equipment, including four airbags - driver and front seat passenger, as well as side - and a reversing camera, as well as active safety items including pre-collision warning, collision prevention assist, rear cross-traffic alert and multi-collision brake.

However, equipment that is standard on much cheaper cars that’s optional on the Continental include active lane keeping assist, adaptive cruise control with 'Traffic Jam Assist', traffic sign recognition, pedestrian warning, reversing traffic warning and top view cameras.

These are available in optional packages, but it’s not unreasonable to expect every safety feature Bentley offers as standard given the asking price. 

As for an ANCAP safety rating, the Continental GT doesn’t have one - again, largely because of its price.

As ANCAP testing requires multiple vehicles to be destroyed it’s not financially viable to test all models in this premium market, so cars from the likes of Bentley, Porsche, Rolls-Royce and others rarely have an independent safety rating.

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.

Another surprising feature of the Bentley range is the company’s three-year, unlimited kilometre warranty, which feels surprisingly short in this day and age - especially for a brand that takes pride in its carefully built cars.

There is a 10-year warranty available as an optional extra, but it feels like that should be standard if the company is willing to stand by its products anyway and owners are paying such a premium for their cars upfront. 

The good news is all Bentley models are covered by a five-year servicing plan (intervals are 12 months/16,000km) which is included in the cost of the car.

As you should expect from such a premium brand, the local dealer will arrange to collect and return the car when servicing is required, and a loan car can be arranged if required.