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 Nrburgring 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.
One of our operatives spent a long weekend at the Nrburgring 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.
