First Drive: 2012 Mercedes-Benz E 63 AMG

E-Q-ship

Mercedes goes the turbocharging route for its updated midsize stealth machine By John LeBlanc LE CASTELLET, FRANCE — Showing little of the restraint of its rivals, Mercedes-Benz offers high-performance iterations of almost every model throughout its extensive lineup — from its compact C-class sedan to its SLS Gullwing supercar. Yet if you know the history of the German automaker's AMG high-end tuning arm you're more likely to associate the AMG name with breathed-on big four-door sedans — mundane-looking vehicles with more-than-mundane performance (called Q-ships by those in the know). AMG's first race-car in the early 1970s was a big too. A Mercedes 300SEL 6.3L V8 sedan, known as the “Red Sow.” But the Q-ship that put AMG on every enthusiast's radar was its 1986 Hammer, a contemporary E-class stuffed with a 5.6-litre V8 from the larger S sedan, allegedly the world's fastest four-door at the time. AMG's first production Mercedes was the 1993 C 36 AMG four-door. One size up and almost a decade after that first C-class AMG, I find myself behind the wheel of the 2012 E 63 AMG four-door Sedan and Estate station wagon — the in-house tuner's latest wolves-in-sheep's-clothing Q-ships. This generation of midsize E-class was first seen in 2009. Three models years on, you'll have to pop its hood to see the 2012 model's “big news.” Like the rest of the industry, Mercedes is in the midst of an intensive downsizing of its engine lineup, mostly to meet ever-stricter fuel economy regulations in North America and tailpipe emissions in Europe. As such, the German automaker's “less is more” engine philosophy allows it to boast that the 2012 versions are the “most powerful and fuel-efficient” E-class AMG cars ever. In the new E 63 AMGs, a 5.5-litre twin-turbocharged V8 replaces the outgoing 6.2-litre naturally aspirated unit with the same number of cylinders. The leap in horsepower — from 518 to 525 — isn't breathtaking. But the jump in torque surely is. While the outgoing AMG V8 sported 465 lb.-ft. of torque at 5200 r.p.m., the new blown mill delivers a robust 516 lb.-ft. at a more accessible 1750 r.p.m. Opt for the optional AMG Performance package (Canadian pricing will be announced closer to the cars' October on-sale date, but the 2010 sedan started at $106,900), and those ratings jump to 557 hp and 590 lb.-ft.— the same amount of torque as in the almost-twice-as-expensive Porsche Panamera Turbo S I recently tried. Whatever body style — I prefer the more practical and stealthy wagon — or level of AMG tune you can afford, the new E 63 AMG models live up to their Q-ship cult status with sports car-like acceleration times. Zero-to-100 km/h for the E 63 AMG Sedan and Estate takes only 4.3 and 4.4 seconds, respectively, Feel free to shave one-tenth of a second off those times with the AMG Performance pack. On the European cycle, combined city and highway estimates are lower by almost one-quarter: 9.8 L/100 km in the sedan, and 10.0 L in the slightly heavier wagon. Aiding the new powerplant is the first application of the AMG Speedshift MCT (Multi Clutch Technology) automatic transmission in an E-class. As in other AMG models, it offers seven speeds. And while old-timers and boy racers will ask “Where's the stick?”, in reality, there's little to complain about with the new E 63 AMG's sole gearbox choice. Instead of a traditional torque converter, MCT uses a small, wet start-up clutch. It has a stop/start function (it allows the engine to shut down to save fuel when the vehicle comes to a stop) and four drive modes: “C” (Comfort), “S” (Sport), “S+” (Sport plus) and “M” (Manual) which can change gears in 100 milliseconds. Because of the ability to customize its gearbox, seating, suspension and electronic-nannies, the E 63 AMG is a button fetishist's paradise. Thankfully there's the so-called “AMG” button, which allows you to gather all your choices. Mercedes arranged for a handful of follow-the-leader laps around the Paul Ricard race circuit owned by Formula One supremo Bernie Ecclestone, just outside the French Mediterranean city of Marseilles. But the E 63 AMG isn't a car that I would short-list for a day at the track. Mercedes claims it can get around Germany's famous Nurburging Nordschleife circuit in a commendable “under 8 minutes.” Its AMG-specific electromechanical speed-sensitive steering is also quick and delivers a good amount of feel. But even with the AMG Ride Control set to its firmest of three settings, the E 63 AMG rolled too much on the circuit's tightest turns. However, for such a big car, the E 63 AMG is oh-my-gawd swift. Yet as easy as it is to be enamoured with the Mercedes' power and thrust, its large-ish proportions — especially on the twisty mountain roads prescribed for the media here in France — is a hindrance. I'd take the more manageably sized C 63 AMG. It also benefits from the more aurally pleasing 6.2 mill, rather than the dulcet tones of the new turbo V8. Here in Europe, though, where they allow adults to drive at adult speeds, a stealth machine like the E 63 AMG's purpose is more of a replacement for a private jet. Top speed is an autobahn-ready 250 km/h. And for those who need to get from Munich to Milan even quicker, an optional AMG Driver's package raises that limit to 280 and 300 km/h for the Estate and Sedan, respectively. As good as the new E 63 AMGs are, the pair of Mercedes Q-ships will soon have plenty of rivals. By the time the new Mercedes arrive in October, Chrysler will have its new 300 SRT8. BMW is launching a new M5, also with a twin-turbo V8. And don't forget Cadillac's CTS-V, sporting 556 hp, for about $30,000 less than the Benz, and also available as a wagon. 2012 Mercedes-Benz E 63 AMG WHAT I LIKED: Improved performance and fuel economy, quick-to-react gearbox, stealthy styling WHAT I DIDN'T: Muted turbo sounds, too big to be considered a “sports sedan” PRICE (est.): $106,900 ENGINE: 5.5 L twin-turbo V8 POWER/TORQUE: 525-557 hp/516-590 lb.-ft. FUEL CONSUMPTION: 9.8 L/100 km (Sedan); 10.0 L (Estate) COMPETITION: BMW M5, Cadillac CTS-V, Chrysler 300 SRT8, Jaguar XFR, Porsche Panamera TurbO

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