German Car Forum

Back in the late 1980s, before performance tuner AMG became an official branch of Mercedes-Benz, the Affalterbach-based personal trainer of three-pointed stars took an off-the-showroom 300E sedan, stuffed it full of massaged V-8 (first a 5.6 liter, later a 6.0) and a catalog's worth of track-tuned chassis bits, and dubbed the hugely fast and expensive result "The Hammer."

So if that was The Hammer, what do we call AMG's latest, far more powerful and formidable tool? Maybe "The Cannon?"
AMG is really on its game. Whereas the original tuning company was best known for building mostly one-dimensional sedans (fast in a straight line, clumsy and unbalanced in corners), the 21st Century AMG, now officially the hyper-performance division of Mercedes-Benz, has of late been cranking out full-bodied supercars with all rough edges smoothed away (i.e., the CLK63 Black Series, the SL63 AMG). With the arrival of the 2010 E63 AMG, based on the all-new E-class sedan, rivals like the BMW M5 and the Cadillac CTS-V may very likely scurry for cover.

AMG has always done engines right, but the new E63's -- also seen in the SL63 -- is perhaps the best ever. The hand-built, DOHC, 6.2-liter V-8 from the previous edition returns boasting 11 more horsepower (now 518 hp at 6800 rpm) yet also a 12-percent increase in fuel efficiency. All that naturally aspirated horsepressure is a wonderful thing on its own, but for 2010 it flows through Mercedes' Speedshift MCT 7-speed automatic. Dispensing with a conventional torque converter in favor of a "wet start-up clutch," the MCT can crack off shifts in just 100 milliseconds (in manual mode). Four shift modes are available, with Sport Plus perhaps the most impressive.

Like Porsche's dual-clutch PDK transmission, the MCT in Sport Plus upshifts and downshifts as if guided by your thoughts. Forget the shift paddles and simply leave the console lever in "D." Then brake hard from speed when approaching a corner and watch (and listen) as the MCT automatically blips the throttle and fires two machine-gun downshifts. Brilliant stuff. The transmission is best of both worlds, too, smooth and shock-free when executing shifts around town. The MCT's best act by far, though, is performing full-throttle upshifts. Stand on the gas, let the revs build to redline, and the lightning shift is accompanied by a "whap!" from the exhaust that sounds like an M-80 exploding in the trunk.……


2010 Mercedes-Benz E63 AMG First Drive and Review - Mercedes E63 AMG sport sedan - Motor Trend

I hate reviews like this..with press photos..
arghhh!!!!

Yep, it is terrible… …especially because Motortrend normally offers some great photos…

Sounds like the liked it quite a bit.

WOW...bum-man! I haven't seen you in years...

Sounds like the E63 AMG is fun to drive. I wouldn't mind taking it on a test drive. I still prefer it in black to hide the boxy edges.

Short but informative on the improvements the new E63 has made over the previous model.

Heh. Same here, still holding that Benz flag high I see.

Its amazing how everyone is yowling about how certain types of cars are going disappear, but this class is chock full of cars now. CTS-V, E63, M5, XF-R, S6 (we don't get the RS6 in the U.S.) and arguably the Quattroporte and Panamera. Can't wait to see the comparos come in.


M

Exactly! Mercedes-Benz on my mind all the time!


Yea, Merc1 I guess you might have to trade in the CLK and maybe get the new E-class or XF.

New and improved: The E63 is even more fantastic than before.

It’s a shame that infomercial pitchman Billy Mays passed away just as Mercedes-Benz is launching the performance version of the 2010 E-class, because he would have done an excellent job of touting the many uses for the New and Improved 2010 E63 AMG. “The 518-horsepower V-8,” Mays would say in his booming voice, “rockets you from 0 to 60 miles per hour in 4.4 seconds, making quick work of sports cars with less than half the seating. And you can still use it every day to pick Junior up from school and to drop Grandma off at the library.” Not that the E63 is the sort of car that would be hawked via cable-TV ads, but it does promise a “You won’t believe your eyes!” combination of performance and usability. There are no easy payments, however, despite the fact that when the E63 goes on sale in October, pricing should fall below that of its predecessor. Expect to pay just under $88,000 to start.

Highly Evolved from the Standard E-class

Previous E-class AMGs were merely stiffened versions of the standard suspension, but like its little brother, the C63 AMG, the new E63 gets a seriously reworked suspension compared to the standard car on which it’s based. The 2010 version gets an entirely new front axle with a 2.2-inch wider track. Spring rates are twice as stiff as the regular car, necessitating a change from air springs to conventional coils; load-leveling air springs remain at the rear. In addition, the anti-roll bars and subframe bushings have been beefed up. And if the standard E63 is too soft, a Performance package stiffens up the front anti-roll bar and the tuning on the standard adaptive dampers, adds lightweight 19-inch forged alloy wheels, and raises the electronically governed top speed from 155 mph to 186. With both the 18- and 19-inch wheels the tire width is 255 in front and 285 in rear. The steering ratio, at 14.0:1, is 22 percent quicker than in the regular E-class and uses a direct, rather than variable, rack.

Under the hood is the venerable 32-valve 6.2-liter V-8 (the 63 in the car’s name and the 6.3 badges on its front fenders pay homage to an older engine with a true 6.3-liter displacement). Here it makes 518 hp, an increase of 11 over the old E63, mostly due to freer-flowing exhaust. Torque remains the same at 465 lb-ft. New to this car is a clutch-activated (no, there’s no clutch pedal, but we’ll get to that part in a sec) alternator, which allows the engine to charge the electrical system only during coasting to save on fuel. Overall, the E63 is 12 percent more fuel-efficient in the European combined fuel-economy cycle.

The engine is paired to a seven-speed automatic, but it’s coupled to the engine via a wet-plate clutch instead of a traditional torque converter. First seen on the SL63 AMG, this arrangement allows for a more direct connection between the engine and the gears and results in quicker shift response. As in the SL63, there are multiple settings: C (for Controlled Efficiency), Sport, Sport Plus, Manual, and Race Mode launch control.


Full Story: Car and Driver - 2010 Mercedes-Benz E63 AMG - First Drive Review



M

I took the liberty of merging the E63 first drives threads so that we can keep track of all discussions around this very impressive car. Looks like it's a two horse race between the E63 and the XFR in the muscle saloon car battle.

What is it?

We've been impressed by the subtlety and solidity of the latest Mercedes-Benz E-class, but this, in its E63 AMG form, is a different proposition for the car. High-powered sports saloons like BMW's M series and Jaguar's XFR offer some instant gratification, and the latest E-Class isn't typically about instant thrills.

This variant might be different, though. Like most new AMGs it gets the 6.2-litre (dubbed 6.3) naturally aspirated V8 engine in full fat 518bhp form, mated to a seven-speed automatic transmission that has a wet clutch rather than a torque converter, for better control and less power wastage.

Not that depriving the motor (which also has 456lb ft of torque) of a few nags would make a massive difference. As it is, Mercedes says it'll go from 0-62mph in 4.5sec and onto a limited 155mph top speed, which can be raised to 186mph by ticking the right options. Other Performance Pack upgrades include an electronically controlled limited-slip rear differential, and stiffer spring rates. Unusually, the E63 AMG is suspended by steel springs at the front, with air springs at the rear.

There are three stages of damping control, and four gearbox modes with differing severity of shifts and willingness to rev the engine. The traction and stability programmes also have three stages, so it seems the E63 AMG is one of those cars that needs telling what mood you're in.

What's it like?

The E63 is at least instantly impressive, if not wowing. Its interior feels solidly constructed and ergonomically it's competent. It doesn't have the tactile quality of a Jaguar XF but it gives a fine impression that it will withstand the rigours of time.

The gearlever makes what's (for me) a welcome reappearance on the centre console, rather than up by the steering wheel. It's still an electronic control rather than a mechanical one, but is neatly shaped and features next to it the dynamic-personalisation controls for gearbox, dampers et al.

So it's subtle inside, but the motor certainly isn't when you give the key a twist. Over six litres is a big engine in anybody's book and because it's naturally aspirated it can blow and bellow without any muffled, whined or whistled backing tracks. So there's a pleasing woofle as it fires and it settles to a muted, powerful idle.

In fact, wherever you go the engine is one of the highlights of this car. It's terrifically responsive and makes a strong, pure noise on heavy throttle. When it comes to feeling good about engines, there's little substitute for a large-capacity, naturally aspirated motor.

The German roads on which we've so far tried the E63 AMG were largely, as most German roads are - race-track smooth - but when we searched out broken surfaces the E63 seemed to hold up quite well. At least, it did with the suspension on its standard setting. For each additional red LED on the damper switch, the ride firms up to the extent that I suspect it'll be largely useless on B-roads, but AMG would argue that's part of the character; leave it in normal or sport most of the time, with the most extreme setting for race tracks or smooth-road thrashing.

It's not an unfair attitude, but a Jaguar XFR, say, doesn't ask you to make so many decisions about the kind of road you're about to assault.

If you do ask a lot of the E63's chassis, it shows a strong hand. There is ample grip, body control (in tighter suspension modes) is good and it turns precisely, if less manically than some rivals. Because its steering isn't fleetingly fast and is relatively heavy, the E63 doesn't feel quite as agile as rivals from BMW and Jaguar, and requires bigger inputs.

But don't be fooled into thinking it's just a muscle car; there's a broad depth to its dynamic repertoire and strong adjustability. Any initial understeer can be zapped by a trailing brake and/or early throttle application. That the engine will meter out just as much power as you ask, due to its excellent flexibility and response, is a real bonus.

And at high-speed cruising, which is what the E63 will most likely be asked to do? It's fine, too. I'd want to spend a bit more time on poor roads but its seats are excellent and noise levels are low. The gearbox shifts with nous, too.

A larger fuel tank than the E's 66 litres wouldn't hurt, but a 22.4mpg official average and 250g/km are, at the time of writing, class-leading. Some of its safety features are a bit over the top for us, mind; the lane departure and imminent collision warnings are a drag if they go off when they shouldn't, which happens often enough for them to be ignorable. Otherwise equipment levels are strong.

Should I buy one?

You could do a lot worse. I'd have an E63 over the V10 BMW M5 and any large Audi saloon. Jaguar's XFR is dynamically more compelling but I could understand someone who opted for the AMG instead.

The E63 is one of the more expensive super-saloons, at around £70,000. But given all it has going for it - one of the best engines in the business, fine dynamics, solid perceived feel and, not incidentally, fine capaciousness - it can hold its own at even that price.


Mercedes-Benz E63 AMG - Road Test First Drive - Autocar.co.uk


M

That AMG interior is flawless!

^

Car reviews | Mercedes-Benz E 63 AMG | Gentle sledgehammer | by Car Enthusiast

| First Drive | Stuttgart, Germany | Mercedes-Benz E 63 AMG saloon |

Only four months has passed between the launch of the new E-Class and this, the flagship AMG version; it usually takes a year. The reason for that is, like the C-Class before it, the E was developed with AMG actively involved in the process from the offset. Usually, AMG is handed a finished model and told to get on with it.

The result in the C-Class was tangible. In fact, we liked the C 63 AMG so much at its launch that we called the estate version "one of the most rounded and enjoyable performance cars available today." So, it bodes well for big brother, which takes the same hand built 6.2-litre V8 and guides it into the space where there's usually a turbodiesel chattering away. Mercedes claims that this AMG is better than the C 63.

In the Metal

The visual result of the E-Class's AMG overhaul is more discrete than the C-Class's; there's little to distinguish the E 63 from a sport-pack equipped E 250 CDI. However, park the two side-by-side and you'll see that the real-deal gets slightly flared wheel arches (by 17mm if you must know), a pair of brake cooling vents on the front wings, redesigned LED daytime running lights, the full skirt treatment all round and - our particular highlight - quad AMG-branded tailpipe finishers that sit flush with the rear valance. Misleading '6.3 AMG' badges (it's a 6.2-litre engine, which Mercedes insists on calling a 6.3) on the flanks are the other obvious performance giveaways.

The cabin is a similarly appointed feast of executive substance and discretion over boy-racer style. In a world in which diesel hatchbacks can leave the factory with a set of track-spec bucket seats, the E 63's chairs are flatter than an X-Factor reject. They are, however, sumptuously comfortable - a massive giveaway as to the car's setup bias, as it happens. The test cars available at the launch were all equipped with optional nappa leather dash tops, which significantly improves the cabin ambience, but it's not as though the E-Class is lacking in that sense in any event. The quality of Merc's executive, as we've already attested to, is an absolute return to form for the maker.

The big difference between this and mere mortal Mercs is nestled in the centre console. The new AMG Drive Unit sits beside the stubby gear selector and comprises of three buttons and a rotary dial, laid out in a neat line. The dial is mated to the AMG Speedshift MCT seven-speed gearbox and can alter its shift pattern between three automatic modes and one manual one. It also accesses launch control - known as 'race start' in this application. Two of the buttons are linked to the electronic stability programme and active damping, and the remaining one - marked 'AMG' - is essentially a 'favourite' button used to store your preferred combination of damping and gearbox settings and access them with one prod. Bizarrely, but probably for good safety reasons, the ESP must always be switched on, off or halfway (sport mode) manually.

What you get for your Money

AMG Drive Unit, for a start, but mostly your circa-£70k buys you one of the best engines money can buy. The hand built 6.2-litre, naturally aspirated V8 engine is an absolute screamer, delivering big diesel-like levels of torque in the low range but snapping properly into life from about 4,000rpm, when it all starts getting a bit silly.

And owning a hallowed AMG car, with an engine developed from scratch by Merc's specialist tuning arm and meticulously put together by a man with a hand cart (true), may make the almighty premium worthwhile. But there is another way of looking at it: an E 350 CDI BlueEfficiency Sport has 398lb.ft of torque - a mere 58lb.ft less, and it comes earlier - but costs around half as much and will return almost twice as many miles per gallon (the AMG musters just 22.4mpg, though that's not too bad all things considered). The diesel will look similar, too. Hmm.

You're paying for AMG's full scope of engineering prowess, though, because the E 63 isn't just a big engine shoehorned into an executive saloon... it is that, actually, but it also has a unique steering setup, a clever sort of hybrid suspension arrangement, bigger brakes, aerodynamic tweaks and, as mentioned, the seven-speed auto, which dispenses with a standard torque convertor and uses a wet clutch, minimising power loss and allowing for gearchanges in one tenth of a second. It double-declutches automatically too, as is the proper way. Tally ho, old chap.

Driving it

First impressions of the E 63 are, frankly, unremarkable, and it becomes quickly clear that AMG has developed the car first and foremost as a gentleman's express. The steering, although 22 percent sharper than the standard E's rack, is light, and the cabin is as hushed as a big dose of "shut up, fool" from Mr T. But it's not unremarkable in the 'average' sense of the word; rather it's not as hair-raisingly bananas as you hope it might be at first.

The E 63's unusual setup of conventional springs at the front and air suspension at the back complement each other nicely. The idea is that the front springs imbue the car with come good old, authentic steering feel, but the air setup at the rear - which constantly monitors the angle of the car and keeps it level - is an aid to both comfort and body control.

But whichever of the damper settings between 'comfort', 'sport' and 'sport+' are chosen, the ride remains resolutely compliant, and any other adjective you care to think of that can be used to describe that wafting character so synonymous with old Mercs. What that means is that while the car lacks the aggressive edge you expect of it, it also has a huge breadth of talent - by no means is this a dynamic underachiever. Set the gearbox and suspension to their softest settings, leave the ESP on, and there's much relaxation to be had; the 'box changes early and settles on the highest cog possible, and you already know about the ride. However, with the ESP off and everything reversed (firm and aggressive), the chassis and gearbox are equipped to make more of the phenomenal reserves of power and torque. The steering and throttle response - quite often alterable in similar 'active chassis' setups - remain constant.

And there are few engines as ferocious as AMG's 518bhp and 456lb.ft powerplant above 4,000rpm. Pull any cliché you want out of your memory box, but from that point onwards the V8 screams - figuratively and actually - up to the redline like the car's been kicked in the backside by God himself. Every gearchange bangs in like a zeppelin exploding, too. Obviously it's no Murcielago in the aural fireworks department, but for a car so capable of docility, it's a stark contrast. That said, with 'ESP off', rear tyre shredding is always a distinct possibility, and while it steers with too much lightness for our tastes, there's very little slack to the speed-sensitive, AMG-specific rack. The chassis easily copes with all the power too, making it pliant and very nearly nimble, but ultimately there's little doubt it's been designed for the autobahn.

Worth Noting

The Sindelfingen factory where AMG puts its engines together is astonishing - and definitely a recommended detour (if it's possible) for anyone who happens to be around the Stuttgart area with a bit of time on their hands. We were lucky enough to get the guided tour from a couple of engineers there and were taken around the centre where the engines are built under AMG's famed 'one man, one engine' philosophy.

The place churns out 20,000 engines a year between 60 or so highly skilled engineers, each of whom has his own trolley with a little cup holder on it in which he keeps his bottle of Mobil One. He then walks up and down the surprisingly brightly lit engine construction room - like a surgery full of engine bits - putting the engine together on the trolley as he goes. According to AMG, this method means that each engine is built extremely precisely, with the actual power difference between each no greater than 3bhp either way; normally, up to 30bhp can be gained or lost compared to an engine's official output, when built fully mechanically.

Summary

The Mercedes E 63 AMG is a fitting flagship for the new E-Class range, following the lead set by the regular versions in being supremely well built, comfortable and dynamically adroit. It's evidently been conceived and made as the ultimate executive mile dispatcher, and in that respect it's absolutely superlative. However, at this stage we'd say it doesn't have the dynamic edge of the BMW M5 or the Jaguar XFR. Still, a discrete beast of a car. And that engine...













more photos here:

http://www.germancarforum.com/mercede...-thread-5.html

Don't know if this has already been posted...
Automobile: First Drive, 2010 E63 AMG





Is the Horsepower War Almost Over?
War is hell, unless it's a horsepower war, in which case it's kind of fun. For more than a decade, the cars from AMG have been on the front lines of the horsepower wars, which have seen the top autobahn rockets - most, naturally, from Germany - zoom past 300, then 400, and now 500 horsepower. But all good wars must one day come to an end, and for the horsepower wars, that day is starting to feel very close indeed. The new E63 AMG, for example, uses the same engine as the previous model (AMG's near-ubiquitous 6.2-liter V-8) and pushes its headline figure ahead by only 11 hp.

Still, we're talking about 518 horsepower here, easily enough to send this luxurious four-door sedan down the autobahn at (a governed) 186 mph. The thing is, the previous E63 AMG, with only 507 hp, was also capable of 186 mph. Evidently, at the peak of the super-sedan pyramid, there simply isn't much more performance to be had.

The goal: Better driving dynamics
Where, then, did the AMG folks hope to move the needle with this new car? "We wanted a sharper car - better driving dynamics," says Tobias Moers, head of overall vehicle development at AMG. Here again, though, we'd argue that AMG's high-volume mid-liner already made its big move in the chassis department with the switch from the old E55 AMG to the new-for-2007 E63.

Nonetheless, in the quest for even better driving dynamics, AMG engineers tossed out the front air springs (still used on the standard E-class) in favor of steel springs and struts. Air springs are retained at the rear, because of their ability to manage the widely varying loads on the rear axle. As before, the dampers are adjustable, this time in three steps: Comfort, Sport, and Sport+. An available performance package - a seemingly redundant option on a fire-breather like the E63 - makes the three settings a bit firmer still. When we sampled both versions on the beautifully maintained roads around Stuttgart, the standard car in its mellowest setting delivered a pretty comfortable ride, but when we cranked it up a notch to Sport or two notches to Sport-plus, the E63 telegraphed every slight bump or bit of creased pavement we could find. In the performance-package car, Comfort is the equivalent of the standard car's Sport setting, so your choices are Stiff, Stiffer, and Stiffest. Combine that with the 30/35-series tires (front/rear) and that is likely to feel pretty harsh over the crumbling highways that plague so much of America.

Unfortunately, those seeking ultimate bragging rights will want to opt for the performance package anyway, as it includes the reprogrammed electronics that allow for that 186-mph top speed, rather than the standard 155 mph. Otherwise, though, the stiffer spec is hardly necessary. Despite tipping the scales at a shade over two tons (about the same as before), with either setup, the E63 turns in aggressively, remains deliciously balanced through fast corners, and emits barely a peep from its Pirelli PZero tires. A new, fixed-ratio steering rack is quicker than before at 14:1 but is perfectly weighted and never nervous. For those eager to explore the handling limits, the stability control includes a more liberal Sport mode and also can be switched off completely.


Full story @ 2010 Mercedes-Benz E63 AMG - Mercedes Benz Luxury Sport Sedan - Automobile Magazine

I still don't understand why they left off some other styling cues. Power domes or some sort of hood scoop would have done wonders, like in the SL63. And a fixed spoiler of some sort for the rear. Simple, inexpensive and much needed IMO.

I rather like the styling and MB's approach to it: Understated elegance. The car doesn't look like a huge power monster but a peek under the hood reveals all.

For me in this segment it is literally a 2-car race....E63 or XFR..ok...and maybe the CTS-V.


M

Perfect.

No, it's almost perfect. The same car in black is what I call PERFECT

I've seen a few in black and I must say- it is the car to have.

Mercedes E63 AMG (2009) CAR review

The new E63 is Merc’s AMG-powered middleweight and follows a tried and tested plan: big V8 + sober saloon = autobahn domination. Well that’s the theory, and this is the reality.
So this week it’s the E-class’ turn to have a go with the 6.2-litre V8?

Yes, Mercedes likes to spread the bhp love around and so it’s no surprise that the shortly after the release of the regular E-class, we’re now being offered this: the AMG-fettled E63, a circa £69k businessman’s hot rod.

It’s running the same naturally aspirated engine that all non-V12 AMGs have used since Merc ditched the old supercharged 5.5-litre V8. It pumps out 518bhp and 464lb ft of torque – around 10bhp up on the old E63 and enough to push the 1840kg E-class to 62mph in 4.5sec. And it’s slightly greener this time, recording 22mpg, a 2mpg improvement, while CO2 emissions drop from a terrible 341g/km to a faintly less terrible 295g/km.
Forget the figures, tell me about the E63's noise!

It’s indecent, a proper solid, metallic V8 throb. Twist the key to start it and you get a good flare of revs before it settles down to a meaty idle. Nice, but at low speeds it sounds like a typical low-revving V8 with some free-flow pipes on it. This engine really revs, and when you extend it towards 6500rpm and hear the hard bark filtering through into the cabin, that’s when you it really know that this is no ordinary Benz.…

Mercedes E63 AMG (2009) CAR review | Road Testing Reviews | Car Magazine Online

Speedshift for Smart Speed

Beware. A lot of potent rolling stock has escaped from the Mercedes-Benz AMG skunkworks in Affalterbach, Germany, in the last year or so. This 2010 Mercedes-Benz E63 AMG is just the latest in a line of Benzes with big motors.

One of our operatives spent a long weekend at the Nürburgring Nordschleife in a 2009 Mercedes-Benz SL63 AMG, a sublimely quick machine that enabled our 'Ring rookie to rustle trackside leaves through the green hell on the way to some seriously quick laps.

Then there's the 2009 Mercedes-Benz SL65 AMG Black Series Coupe, an even more intense and exclusive version of that car, with a fixed roof, a raging twin-turbo V12 engine and outrageous racing-style bodywork.

And let's not forget the 2009 Mercedes-Benz C63 AMG, a potent and even driftable little hot rod with an intoxicating engine note and a lust for donuts. Those of us without trust funds occasionally toy with lease-payment calculations.

But maybe you're an adult and you're looking for something a little more grown-up.

Trust E

The E-Class platform is the one upon which AMG's stateside soul rests because it furnished the basis of AMG's original, defining product — the 1986 AMG Hammer, a Mercedes-Benz 300E with a 355-horsepower 5.6-liter V8 stuffed under the hood. And that makes the introduction of an all-new 2010 Mercedes-Benz E63 AMG a very big deal in the minds of AMG enthusiasts in America.

It's quite remarkable how quickly this new E63 made its appearance. AMG, a former stand-alone tuning company, is now so fully integrated into the Mercedes-Benz development process that the launch of the '10 Mercedes-Benz E63 AMG follows that of the 2010 E550 by a scant three months.

But even though AMG has come a long way from its shop in the shadow of the old mill in Affalterbach, its mission statement for the E63 AMG is the same as that of the original Hammer. That is, to take a fully equipped business sedan and turn it into a high-performance sports car. For this 2010 edition of the Hammer concept, AMG has added new features that preserve more of the former while still emphasizing the latter.

Familiar Power Story

The performance enhancements aren't immediately obvious when you pop the hood, as the same high-revving, DOHC 6.2-liter V8 designed and built by AMG powers the new E-Class. Subtle tweaks to the engine management software and the exhaust system bump output from 507 horsepower up to 518 hp at 6,200 rpm, while torque holds station at 465 pound-feet at 5,800 rpm, as before.

And as before, the 2010 Mercedes-Benz E63 AMG hauls ass. The exhaust note tells you that it means business, though you don't get quite the cheap thrills you get from the C63 AMG's exhaust. But the E63 is supposed to be a bit more of a business sedan that hauls ass, so it seems like a good fit.

Amazingly, this big V8 is also 12 percent less thirsty, meaning the EPA combined rating is expected to rise from the 15 mpg of the 2009 E63 to about 17 mpg or so. This is partially due to invisible stuff like an intelligent alternator that works hard under deceleration and freewheels during acceleration, as well as a new low-friction coating on the cylinder walls.

The Secret Lies in the Speedshift

The real advances here in both performance and fuel economy have been made in the seven-speed Speedshift automatic transmission. First seen in the AMG version of the SL, this unique autobox does away with a power-sapping torque converter and substitutes a wet, multiplate clutch pack that is computer controlled for smooth, yet precise gearchanges.

Rapid and precise shifts are therefore no sweat, and this Mercedes-Benz Speedshift automatic feels as good as or better than the best automated manuals when you're flicking the shift paddles on the steering wheel in the high-performance Sport or Sport+ modes. Quick rev-matched downshifts are flawlessly executed (shift action occurs in 100 milliseconds, very quick even when compared with the 25 milliseconds of automated manuals), and the launch control mode (!) will boost the E63 to 60 mph in 4.4 seconds, according to AMG.

The fuel savings come with the transmission in Controlled Efficiency mode ("C" on the adjustment knob). Here the Speedshift is speedy in a different way, heading for the highest gear ASAP, with every change executed as seamlessly as a conventional automatic. "C" could easily stand for "Commute," too.

The Plus Side of Negativity


The AMG engineers have attempted to create an even more sophisticated combination of comfortable ride and responsive handling, and here the 2010 Mercedes-Benz E63 AMG benefits from the sort of comprehensive suspension changes we initially saw on the C63 AMG.

For one, the E63's front track is 2.2 inches wider, while the wheel camber is now -1.7 degrees, giving the front end both a wider base and a more favorable tire footprint during hard cornering. New front hub carriers and longer aluminum lower links for the dual-pivot strut suspension do the trick.

A similar elongation of the rear suspension's lower links produces camber of -2.2 degrees in the rear. Both ends of the car get stiffer stabilizer bars as well.

The 2009 E63 AMG and the 2010 E-Class both use air springs for the suspension, but the 2010 E63 AMG reverts to steel springs in front (the rear retains air) for more direct steering response. There are steering geometry changes to reduce roll-induced understeer, and the standard steering rack of the E-Class with its 17:1 ratio has been replaced by a unit with a quicker 14:1 ratio.

Indeed the new E63 feels eager, yet exhibits a high degree of steering precision, whether cornering on narrow lanes or hammering down the autobahn. And the hydraulic-assisted power steering is communicative without producing effort levels that are either overly heavy or mysteriously light.

A Bigger Envelope

This year's E63 also gets a more sophisticated set of AMG ride control dampers. Last year's car had three distinct fixed settings: Comfort, Sport and Sport+. Those same levels return, but they now represent ranges within which damping levels are continuously adjusted by a central computer that monitors 11 chassis sensors.

It pays off in the form of a more sophisticated ride that's better able to cope with a wide range of surfaces. In fact, we were pleased with ride comfort even though our test car wore the optional 19-inch forged wheels with 255/35R19 tires in front and 285/30R19 tires in the rear, while the standard 18s carry 255/40R18 tires in front and 285/35R18 rubber in the rear.

Hard-core enthusiasts can opt for even more aggressive damping by opting for the Performance Pack. The 19-inch rubber comes standard and you get a limited-slip differential to help put the power down on the track. Our last C63 AMG test car had this setup, but we found the ride to be too brutal on civilian roads and freeways.

The E63's more intelligent adaptive dampers mitigate this somewhat, but there's still a price to pay in comfort if you go this route. Rule of thumb: The most comfortable Performance Pack setting here mimics the Sport setting on the 2009 E63 AMG. Know your roads and know yourself before you decide.

AMG Wrapper

We know people who have seen the new E-Class Mercedes and bitched about the way it looks too squared off. It takes time for some folks to adjust to a new design. We get that.

No adjustment period is necessary with the E63 AMG, as the creased styling that new Mercedes-Benz design chief Gordon Wagener has brought to the corporate Mercedes-Benz lineup says "tough" way better than the last E-Class, which looked like an aging bar of Irish Spring to us. And that wider front track for the AMG version produces wider, meaner front fenders. They're about three-quarters of an inch wider per side, and the huge tires fill them right up.

The E63 also has a more aggressive front airdam with unique LED daytime running lights. There are extended rocker sills under the doors, while quad exhaust tips poke out of a revised rear bumper cover. In short, the AMG treatment works on the new E-Class.

Inside the cabin, the E63 can be had with all the electronic toys you can get on any other E-Class. But the AMG Drive Unit is something you'll only find here. This array of four knobs is positioned within easy reach so the driver can set the transmission, suspension, stability control and AMG drive modes.

Still to Come

Final equipment lists and pricing aren't yet final for the 2010 Mercedes-Benz E63 AMG, and our hosts didn't crack under the pressure of our persistent badgering about estimated pricing. The car goes on sale in October and we guess the price will be about $90,000.

Yes, that's a lot of coin, but the recent string of good products means there are a growing number of AMG fans in certain parts of the USA, and many have been waiting eagerly for this new iteration of the AMG Hammer.

Is the 2010 Mercedes-Benz E63 AMG as good as other recent AMG efforts? All signs point to yes, but we'll not let this question rest until we put one through our usual paces on home turf. Is it as good as or better than a BMW M5? How does it compare to the 2010 Jaguar XFR? Interesting things lie ahead.


2010 Mercedes-Benz E63 AMG First Drive on Inside Line


M

The range-topper of the new E-Class has a lot going for it and we just jumped out of the driver’s seat, so we ought to know.

—Stuttgart, Germany

Boy, has the E-Class Mercedes ever come a long way from being the world’s taxi cab. This latest W212 four-door E-Class is a proper executive sedan filled to the gills with technology, luxury, and style. What is already an edgier base model E-Class goes to the edgy-looking extreme here in the 518 horsepower, E63 AMG and you either mind that or you don’t. We do feel the edge is a little overstated, but it’s certainly not heinously so.


This tune of the M156 6208cc big-bore V-8 engine, built from scratch by AMG, is pulled straight from the SL63 AMG that has preceded it. Not only do horsepower and torque numbers look the same between the SL63 and the E63, but the E63 also benefits from the seven-speed AMG Speedshift MCT sports transmission. Besides taking these good parts from the SL, the E-Class also gets a similar front axle overhaul as first tried and loved on the C63 AMG.
Between the surer footing and steering in front and the fresh wet-clutch tranny sans power-sapping torque converter, this E63 comports itself in aggressive ways that we would never have thought possible just a couple of years ago. The 14.2-inch compound lead brake rotors ventilated and perforated all around do great stopping services—so we’d stay away from the optional carbon ceramic discs (15.8-inch in front). That is, unless you were wanting to track-drive the E63 with the Sports Package and delimited motor going as high as 186 miles per hour, supported by a more rigid sports suspension calibration.

If the new E63 AMG were to follow European pricing patterns, this new four-door rocket ship should cost around $98,000 when it hits our shores in mid-November—over twice the asking price for the E350 base North American model. We trust this won’t happen, however, since it would be a badly timed price jump over the current E63’s $88,575 MSRP.
Whereas the C63 has been by far the best selling AMG car worldwide over the past 18 months or so, AMG spokespeople are certain that the E63 will take over the leader’s spot in short order. We do like the C63 an awful lot though and it looks better as a complete package design-wise, naturally also driving better with its smaller dimensions and less weight. But typical Mercedes customers with cash will always want bigger and a tick softer feeling than, say, the typical BMW aficionado, so we’re pretty sure the AMG experts are right.


Given that the acceleration from zero to 62 mph is estimated at 4.5 seconds with the new transmission, that’d put a 60 mph dash on our continent at 4.4 seconds or better, working out overall to one-tenth of a second faster than the outgoing W211 E 63 AMG with the previous version of the seven-speed transmission. Which makes the E 63 AMG just plain fast everyday. Steering is more responsive as well due to 33 percent greater steering column stiffness and a 22 percent tighter ratio of 14:1. Couple these bits with the 2.2-inch wider front track and you’ve got yourself a handler.
This fresh transmission has the center console rheostat knob that shows C, S, S+, M and then RS. Whereas the C no longer stands for Comfort but Controlled Efficiency nowadays, the RS is the Race Start setting. These modes effect only the transmission and throttle, with all suspension changes in the AMG Ride Control (Comfort, Sport and Sport+) having their own console button. It all works swell, but the perceived differences in the standard hydraulic suspension’s three levels are not that great and AMG ought to look a bit at the Volkswagen Active Chassis Control or Audi/Ferrari/Corvette/Cadillac’s magnetorheologic two-mode system.
What’s new and good with the MCT 7 transmission is that on downshifts we get automatic rev-matching as on the SL63, but we also now get a subtle form of cylinder deactivation on upshifts to keep the shifts seamless and quicker. This involves both fuel injection and the ignition process being choked off down to just two cylinders at that upward shift moment. The strategy works wonders is all we know and even hotting it around on the Swabian hills and dales in Manual or Sport+ we felt like shifting kings and missed nary a beat into and out of and between the hundreds of curves. Our optional five-spoke forged 19-inch wheels were just the ticket on these days’ bone-dry and clean roads, too. All of this matched with the new Sebring performance exhaust just put the cherry on top as our driving energy was echoed through the hills with the four new chromed tips.
So, this former global taxi now has a class leading performance version that retains a couple of soft edges for old times’ sake. Nothing old about the added sophistication nor about the interface with all that tech in the luxury cabin.

Source: Next Autos