New autobahn missile takes flight

PETER BLEAKNEY FOR THE TORONTO STAR

With its conservative E-class exterior, the E63 AMG doesn’t overtly advertise its muscle — probably a good thing given its licence-vapourizing potential.

Peter Bleakney

SPECIAL TO THE STAR

Stuttgart–Mercedes-Benz's AMG vehicles have never been wanting for straight-line speed.

Ever since Hans Werner Aufrecht (the "A" in AMG) and Erhard Melcher (M) started building race-ready E-class sedans in a Grossaspach (G) millhouse more than 40 years ago, a succession of big power/big luxury sedans and coupes has defined the "iron fist in a velvet glove" genre.

So it's no surprise AMG's take on the freshly minted 2010 E-class sedan, the 518 hp 6.2 L V8 E63, proves a formidable autobahn missile: rock solid, quiet and still pressing the backside hard into the 14-way seats at speeds that would have had me behind the pipes in Ontario.

But it's away from this natural AMG habitat where the new E63 surprises. AMG engineers are looking for more B-road finesse in their road-rockets, and like the 2009 C63 AMG compact sedan that plays in the same sandbox as the poetic BMW M3, this E63 aspires to run with the $106,900 500 hp V10 BMW M5 – and closes the gap considerably.

The 2010 E63 AMG will arrive in Canada during the fourth quarter of 2009, and although pricing hasn't been set, Mercedes hopes to bring it in close to the current car's $121,100 list.

While the regular 2010 E550 sedan rides on a full air suspension, the E63 combines a front steel suspension for better road feel with self-levelling rear air suspension. The newly developed three-link front setup sports a wider track (up 56 mm) and increased negative camber for more front-end bite.

The speed sensitive rack-and-pinion steering is geared 14 per cent quicker than in the base sedan. Certainly improved, but not quite as communicative as the Bimmer's.

As with most mega-performance German saloons, one is presented with a dizzying number of dynamic possibilities. ESP (electronic stability program) has three settings: On, Sport or Off. How brave are you? A three-level active damper system firms things up when the going gets frisky, or can be set to Sport, or the more extreme Sport Plus.

The seven-speed Speedshift MTC (introduced in the 2008 SL63 AMG roadster) features four selectable modes: the short-shifting economy C mode, which launches in second gear; the more aggressive Sport and Sport Plus modes (throttle response sharpens too); and finally the fully manual M mode wherein the steering-wheel mounted paddles beckon the ratios. It won't upshift at the rev-limiter, but it will downshift when coming to a stop.

Not a twin-clutch or torque converter type transmission, AMG's unique multi-plate, wet-clutch setup works a treat. Shifts are smooth and quick (100 milliseconds in Sport Plus and Manual modes) and it double-declutches on downshifts with sexy rev-matching. There is launch control as well. It's considerably more satisfying than the abrupt seven-speed SMG transmission in the M5.

Once you have the transmission, stability control and suspension settings the way you like, the parameters can be stored and called up via the AMG button on the console.

The soul of any AMG product is the engine, and doing duty underhood is AMG's hand-built high-revving 6208 cc V8 that is massaged to produce 518 hp at 6800 r.p.m. (up 11 hp from the current E63) and 465 lb.-ft. of torque at 5200 r.p.m. Introduced in 2006, this is the first engine designed and built completely in house by AMG. Forgoing the turbo and supercharger route, the DOHC 32-valve V8 makes its power the old fashioned way: lots of displacement and lots of revs.

And what a soundtrack. While the M5's 5.0 L V10 and Maserati's Ferrari-sourced 4.7 L V8 in the Quattroporte Sport GT S kick out a Euro-racy wail, this big bent-eight gets all NASCAR on us when caned, bellowing like a randy moose.

At 1,840 kg, the 2010 E63 is no lightweight, yet its mass is easily dismissed by this fabulous engine and transmission. It'll dash to 100 km/h in 4.5 seconds.

This 2010 E63 AMG does not overtly advertise its muscle. The conservative E-class shell benefits from 17 mm wider front fenders (to cover the increased front track), sill extensions, more aggressive front and rear aprons, smoked headlights, standard 18-inch alloys and quad tail-pipes, yet it still looks fairly restrained. Which is probably a good thing considering this car's licence-vapourizing potential.

Despite the 11 hp increase, AMG claims a 12 per cent reduction in fuel consumption thanks to reduced internal friction, a clever alternator regenerative system and the more efficient transmission – although one would have to show incredible restraint to achieve the claimed 12.6 L/100 (22 m.p.g.). We were hovering around 20 L/100 km (14 m.p.g.) for most of the admittedly hard driving day.

The optional Performance Package seems a worthwhile purchase. It adds 19-inch forged wheels shod with 255/35R front and 285/30R rear tires; a stiffer suspension set up; limited slip rear differential; rear spoiler lip; three-spoke steering wheel; carbon fibre interior trim; and the deletion of the 250 km/h speed limiter. The latter is, of course, purely academic in North America, but here in the land of the unrestricted autobahn, we did have to, er, test AMG's claim.

The standard brakes are phenomenal, and the optional ceramic composite units with massive 402 mm front discs even more so, although they won't be available in Canada, for now.

Of course, the E63 AMG is foremost a premium luxury Mercedes-Benz sedan, bristling with the marque's latest safety technologies and pampering its occupants with a finely crafted interior awash in comfort and convenience features.

It seems inconceivable that in light of the current economic climate and ever tightening CO2 restrictions, AMG is seeing less elbow-room in this rarefied segment.

Cadillac's 556 hp CTS-V ($68,995) is a fearsome competitor, Jaguar has the 510 hp XFR ($85,300) and Porsche just launched its four-door 500 hp Panamera Turbo ($155,000). Aston Martin and Lamborghini have four-door sedans in the works too.

Are we all just whistling past the graveyard here? How much longer will hyper-sedans like these be around is anybody's guess. If you're in the market, best step up to the plate now.

Travel was provided to freelance writer Peter Bleakney by the automaker. pebleakney@sympatico.ca

More videos from Wheels.ca and our partners