Coupes in America: BMW 430i XDrive & AMG E53 4MATIC+

By Isaac Bouchard

Slinky two door cars used to be the undisputed upmarket siblings to sedans. But as pickups, SUVs and then crossovers have taken over the new vehicle market, their sales have shrunk dramatically. German companies are some of the only ones still playing in this segment with any real diligence. While the AMG E53 and BMW 430i coupes are not direct competitors in price or size, they both seek to capture the same type of buyer: affluent, performance–minded and with a desire to show that they don’t necessarily need a family-friend vehicle; nay, they can be self-indulgent. While neither is the hottest variant offered by their companies, both offer all the performance one might really need on our congested roadways.

2021 BMW 430i XDrive Coupe 

The first thing that strikes you about the new 4-series is its frontal aspect, with its vertical, twin-kidney grill. Some of us are old enough to remember (or actually own) BMWs sporting a much smaller version of this styling trope, and may even respect the company’s decision to make their vehicles more obviously Bimmers through the use of an updated version of it. Others will be immediately put off by its prominence. One thing is for sure: Almost no one doesn’t have an opinion on it. The rest of the 430i’s styling is less controversial: there’s the requisite fastback roofline, and the bulging rear fender forms lend it the proper amount of athleticism—though they also tend to make wheels as big as 19 inches in diameter look undersized. Inside, the current styling language of these Bavarian machines is rendered in nice materials, with a multitude of colors and trim textures defining the overall aesthetic. Room in front is surprising commodious—this is a coupe with almost the footprint of an older 6-series, after all. Back seat space is adequate for short hops and the trunk is actually fairly capacious. BMW iDrive’s interfaces and software continue to be an industry leader for ease of use (touch, voice, control knob and even gesture) and the 430i is quiet, polished and refined, with little wind or road noise penetrating the cabin. 

The engines on offer in this latest version are superb. The 6 cylinder M440i is a rocket, and even this entry-level 430i is fast. Its 2-liter turbo and well-calibrated 8-speed automatic give it the cojones to hit 60 in 5.2 seconds, which is faster than the original M3. This 255hp, 4 cylinder engine is torque-rich and responsive, and also boasts a sonorous soundtrack. While many will lament the lack of a manual transmission option, few would have actually bought one. BMW has made a very concerted effort with this latest generation to re-earn the tagline the Ultimate Driving Machine, and while it is good, it doesn’t quite achieve that hallowed place in the pantheon of the company’s cars. The steering is hyper-alert as you begin to swivel it, but the rate of response of the suspension doesn’t quite keep up, meaning the body lags behind. There is also little to no feedback from the helm. This continues to be BMW’s most obvious dynamic flaw and undermines driver confidence to some small degree and driver involvement to a larger extent. The suspension calibration is better than the outgoing model, however; there is less unwanted vertical movement, yet the 430i rides smoother than the previous model. One area where BMW has made real progress is in braking power. It wasn’t that long ago that top models would routinely boil their brake fluid on a track day, their single-piston, sliding calipers and small rotors not being up to task. Now you can get stout fixed calipers and big diameter discs on even the lesser models, and carbon ceramic jobbies on the M4.

During the week the 430i was in this reporter’s care, it never moved me enough to want to drive it just to drive it; it wasn’t thrilling enough—despite its excellent powertrain—for me to make an excuse just to spend more time behind its wheel. And since I didn’t get on with its styling I found no emotional resonance that would motivate me to want to spend the extra it costs over the four door, 330i. Obviously part of that is personal and subjective; in time perhaps the boldness of the 430i’s styling will grow on me. But until BMW learns to re-endow their regular sedans and coupes with the kind of rich, organic interactiveness of their older vehicles, most shoppers will choose the practicalities of an SUV, truck or crossover. 

2021 AMG E53 4MATIC+ Coupe 

Archrivals Mercedes and BMW have been going at it for decades; what has been interesting is to watch as the Benz lineup has become as rewarding to drive, if not more so, and Bimmers more luxurious than anything Mercedes was turning out in the same segment. These days they are so evenly matched, that choosing between them is almost entirely subjective. The current generation of Benz styling, conceived by Gordon Wagener, has been very well received; his teardrop shapes, prominent grills (inspired by the legendary 50s 300SL) work well on most every single body shape. That said, the E53 coupe is perhaps a little too simple in detailing and retiring in form to be his best work. It is certainly aimed at those who want a more “mature” machine than the hooligan, two-door C63S yet don’t have the bread for the flash, (soon to be discontinued) S-Class coupe. Inside it is airy and open thanks to a panoramic roof and glass that has no B-pillar separating the front and rear side windows. In this respect the E53 hearkens back to the classic Mercedes coupes of the 60s and 70s.

The E-class coupe is noticeably bigger than the 4-series BMW, since it is in a different class than the 430i. What is more comparable is how different the interior ambiance is between the two brands. A modern Mercedes (and AMG) dash is much more dramatic, with two, 12.3in screens being covered by a single piece of glossy material. It seemingly floats above the trim and vents. BMW separates their screens, and the one in front of the driver is matte in finish, reducing reflections but tending to make the presentation slightly less sexy. Mercedes has returned to a column shifter, located where the wiper stalk is on most cars. While this initially seems to make for a less sporting ambiance, it frees up center console space and allows for a center stack that flows right into the arm rest between the front buckets and on into the well-sized rear seat area. Air vents are very prominent, and while both companies offer compelling trim choices, to these eyes Benz has the edge, currently. Yet, when it comes to their infotainment systems, Mercedes current software suite, called MBUX, isn’t as good. While it has more wow-factor due to the glossy screens and beautiful graphics, many functions are harder to access—even after one has a lot of time behind the (overly fussy) steering wheel. And some commonly undertaken tasks, such as changing album tracks, seem to require multiple forms of touch and swipe. There is indeed a sweet spot between physical buttons and virtual ones, and Mercedes has not found it yet, despite changing both physical and virtual parts of the system every year. That the E53 is not the top dog in Mercedes performance lineup was made obvious by its buckets, which lacked serious lateral support, though they are comfortable and supportive for long drives. 

Like the BMW, one of this car’s most pleasing features is its powertrain. Mercedes has returned to the inherently smoother, more refined inline configuration for its six cylinder engines, and this one is a peach. It has a 48V mild-hybrid system, whose battery and electric supercharger provide an instant 184lb-ft of torque from the moment you push down on the throttle. When its turbo comes on song, the 429hp E53 flies; hitting 60 in 4 seconds flat is seriously fast. Its 9-speed automatic is smooth, and now almost as responsive to manual commands (via the paddle shifters) as the BMW’s gearbox, and its potent yet patrician sound a lovely update of those from many of last century’s best German cars. The E53, like almost all current AMGs, has steering that feeds back more intel to the driver; it is more confidence-inspiring at or near the car’s limits and much more rewarding at all times. This is one of the biggest switch–ups in the decades-long rivalry between these two titans of sporting coupes. The Benz also has the better balance of ride and handling, with a firm yet compliant ride and superb body control from its air suspension. But it allows in more road noise than the BMW, undercutting its luxury to some degree. Like the 430i, the E53 also has powerful, linear brakes. Both have terrific (optional) driver aid packages that take some of the stress out of driving in traffic.  

Conclusions 

As light trucks (SUVs, crossovers and pickups) pass 80 percent market share, luxury coupes seem an even more special indulgence. They obviously lack the ground clearance, room and practicality. And having only two doors means ingress and egress is harder—especially for those who are older or less nimble. But their slinky shape, low roof height and indulgent mien are even more special today, due to their rarity. The BMW 430i and AMG E53 share many virtues, and while the Benz engages its driver emotionally, more of the time, its costs considerably more as well. Both are welcome respites to those who have an affinity for many of the past’s most compelling cars.   

BMW 430i xDrive

EPA Ratings: 24/33/27mpg

0-60mph: 5.2sec  4.0sec 

Price as Tested: $60,520 $86,460 

Rating 3 Stars 4 Stars 

BMW

AMG E53 

EPA Ratings: 22/29/25mpg 

0-60mph: 4.0sec 

Price as Tested: $86,460 

Rating: 4 Stars 

AMG 

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Contact Isaac Bouchard for help saving time, money and hassle when buying or leasing one at [email protected]

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