2010 Mercedes E63 AMG: First Drive
If you read our Mercedes SLS AMG review you probably caught on we weren't as impressed with the new Gullwing as we thought we'd be. Why? We wanted it to be more like the Mercedes E63 AMG.
Despite the price difference, the $85,750 E63 and the $200,000 (est) SLS actually have a fair bit in common. Most obvious is the 6.2-liter AMG V8, here developing only 518 HP to the SLS's 571, but they both also use AMG's new Speedshift seven-speed dual-clutch gearbox. Whereas that gearbox is tuned to be quicker shifting and is mounted in rear transaxle style on the SLS, we actually prefer the smoother tuning on the E63; it allows the sedan to pass as a refined luxury car when you're not in attack mode, a trick the SLS doesn't manage.
In fact, keep the rotary shift map selector in C (for "Controlled Efficiency"), the adjustable dampers on the softest of the three modes and the stability control all the way on and the E63 does as good a job at luxury as any other sedan in the the Mercedes range. We actually prefer the less ostentatious E to the look-how-much-money-I-have S-class not just because we don't look like Albanian sex traffickers when we drive it, but also because the uncluttered E-class interior brings with it a certain austerity that evokes a more classic sense of luxury.
Cruising along the highway, there's nothing to indicate that you're driving a 4,300 Lbs sedan that can hit 60 MPH in just 4.4 seconds. You can't feel the 2.2-inch wider front axle, the beefed up subframe bushings or the thicker sway bars. You can feel the wider, more low profile tires and their tendency to track over road imperfections but that's not as pronounced as the sense of power the car creates in its driver.
C mode allows the engine to make use of its low-RPM torque for seamless acceleration without frequent downshifts to access the high-RPM power, something that makes barging through traffic feel like second nature. Drive the E63 on the highway and you're the master of your domain, it's faster than any car around you even though you can't hear the engine or feel the road's bumps.
Pull off the highway onto a back road, push the damper button once and switch the transmission to Sport+ (we tend to skip sport as it's an unhappy medium between relaxed and responsive) and you're suddenly driving a car that feels smaller, lighter, tauter and higher revving. Acceleration goes from seamless to kicking you in the ass and you can suddenly feel everything the road is trying to tell you. With stability fully on, you're making fast, smooth, event-free progress.
Want more fun? Try manual shifting, two lights showing on the adjustable damper button and ESP in "Sport." Like all auto transmissions the E63's is too prone to unexpected kickdown while you're pushing the limits, so shifting yourself through the steering-wheel mounted paddles eliminates that tendency and also lets you exploit the full power band without some computer deciding what's optimal. On their firmest setting, the dampers make the car respond even better and feel even smaller, while the more liberal stability control allows a couple degrees of slip, allowing you to have some fun and actually drive the car yourself, but still keeps you from plummeting over that thousand-foot cliff.
So far, so impressive. Then you get to the race track. While the E63 is still a very fast car and more than capable of easily lapping a track, the ability of the adjustable suspension, fancy gearbox and big V8 to overcome the physics of a big, heavy sedan are somewhat diminished in this environment. Unlike some competitors like the CTS-V, the E63 lacks a track-focussed stability control mode, so you're stuck with something that's either too conservative to really get the power down out of slow corners or nothing at all standing between your $1,000 a month payments and a tire wall. There's an optional performance package that bumps the speed limiter from 155 to 186 MPH, adds ceramic brakes, stiffer suspension and, much more importantly, a limited-slip differential, but while it noticeably improves the E63's ability to put its power down, you're still left with a car that's happier on road than track.
Exterior Design: ☆☆☆☆
The 2010 Mercedes E-Class is already subtly handsome thanks to its new-found boxiness and the AMG addenda — flared wheel arches, deeper front splitter, new LED running lights, badges, four square tailpipes — adds a nice sense of aggression. Anyone smart enough to tick the "Badge Delete" box gets an extra star.
Interior Design: ☆☆☆☆☆
Our favorite Mercedes interior hits all the classic Mercedes austere, squared-off, notes while adding super supportive bucket seats, a transmission-tunnel mounted gear selector and a manlier steering wheel. Make sure you spec the glass roof, the standard interior can feel a bit dark, but the extra light eliminates that. Don't choose the carbon interior accents, this isn't a tuner Integra.
Not only is the E63 fast (0-60 in 4.4 seconds, an optional top speed of 186 MPH), but it feels fast thanks to loads of torque throughout the rev range, yet a still definite peak coming in the form of top end power. The four-mode gearbox does a good job of offering drivers a range of responses and even a manual mode that gives you full control. Brakes are pop-your-eyes-out strong and we couldn't make them fade. Six figure speeds are disturbingly easy to reach and will likely become a threat to your license.
The E63 is never going to be the outright handler that smaller cars like the C63 and M3 can be thanks to their smaller size and weight. But, rather than trying to play that game it creates its own, combining ability and luxury in a hitherto unprecedented combo that sacrifices neither. It's kind of silly to expect that such a big car could be great on the track, but its so capable and fun on tight mountain roads that after driving it there you simply come to take track ability as a given. All that and it's also supple, quiet and smooth. Other cars have adjustable dampers and whatnot, but no other system offers this breadth of adjustment. The suspension didn't bottom out while landing an 80 MPH jump, which gives us loads of confidence in its ability to soak up anything else.
Toys and Tech: ☆☆☆☆
All the toys of the standard E-Class, plus all the new AMG buttons that help you alter the driving experience. We've never liked COMMAND, Mercedes' flawed attempt to copy iDrive, which is the only thing keeping the E63 from a five star rating. Somehow we always manage to turn navigation off mid-journey, then struggle to figure out how to turn it back on. Literally everything is adjustable on this car, even the speed at which the seat's bolsters inflate to support you in corners.
Sure, with a starting price of $85,750 and the ability to tick boxes to reach a price north of $100,000, the E63 isn't cheap, but it does both speed and luxury better than much more expensive cars in the Mercedes lineup. Rather than thinking of it as an expensive E-class we like to think of it as a cheap S-class that also drives like an SL63. That's a bargain in our book.
Our favorite vehicle in the entire Mercedes lineup, the E63 makes us feel like we could be either an elderly European plutocrat or Lewis Hamilton, all depending on our mood and which buttons we push. If we had lots of money, but only the ability to by one car to satisfy all our vehicular needs, and those needs didn't include driving on a race track, this would be the car we would buy. We just wish we could afford one.
Suitability Parameters: Who Should Buy This?
● Speed Merchants
● Very Serious Businessmen
● Albanian Sex Traffickers with a need to travel incognito
Suitability Parameters: Who Shouldn't Buy This?
● Penny Pinchers
● Anyone who can squeeze into the CTS-V's tiny interior
● BMW M5
● Cadillac CTS-V
● Porsche Panamera
● Audi S6
Model Year: 2010
Model: E63 AMG
Price, Base/As-Tested: $85,750/$85,750
Engine: 6.2-liter 32-valve V8
Horsepower & Torque: 518 HP @ 6,800 RPM, 465 Lb-Ft @ 5,200 RPM
Transmission: 7-speed dual-clutch manumatic
Curb Weight: 4,300 Lbs (est)
0-to-60: 4.4 secs (manufacturer quoted)
Top Speed: 155 MPH (limited) or optionally 186 MPH (limited)
Crash Testing, Front/Rear/Side: not tested/not tested/*****
Fuel Economy, EPA: 13/20 MPG
First Drive: 2010 Mercedes-Benz E63 AMG
In Comparison, a Hammer is Simply a Blunt Tool.Mercedes-Benz E-Class Full Overview
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.
So, okay, the powertrain rocks. You'd expect that from AMG. But now the chassis is equally exhilarating. Many driving enthusiasts know that a steel-sprung suspension tends to deliver superior handling finesse, while air springs excel at ride quality and adaptability. AMG's answer? Include both. Compared with the standard E-Class (already far improved from its predecessor), the E63 receives a completely new front suspension with a wider track (by 2.2 inches) plus steel front springs and new control arms (among other refinements) for crisp turn-in. At the rear, however, sit air springs that automatically level the vehicle according to changing road conditions. Electronically managed dampers vary ride quality and body roll according to three driver-selectable settings. Steering responsiveness is improved, too, with a ratio quickened to just 14:1.
Hustling through the German countryside, the E63 felt far smaller and nimbler than it should have for a sedan weighing 4000-plus pounds. Front-end bite is terrific, with steering feel so good it blows all memories of previous numb E-Classes right out of your brain. The beefy 19-inch Pirelli PZeroes stick hard (my test car had the optional Performance package with lightweight forged-alloy wheels), and even when pushed never once let out a yowl. Better still, the rear end is equally well behaved, following the nose like a good soldier shadowing a general. Such balance makes the E63 as fun to spur as it is confidence-inspiring. Never does the E63 dart off line or make giggly missteps. It's simply locked down. Always. Thanks to this chassis, all that power and torque (465 pound-feet) up front create speed, not histrionics.
A few blasts along the Autobahn saw an indicated 150 mph, at which pace the E63 felt as secure as a mag-lev train on the boogie. Top speed is electronically limited to 155 mph, but opt for the Performance setup and revised engine-management software raises the limit to 186 mph. Initially, Mercedes said optional carbon-ceramic brakes would be available in Europe only, but now they're coming to the States, too. They're gigantic (front rotors are 15.8 inches) and work beautifully, with tons of stopping power, no detectable fade, and good modulation (though just a hint of squeak reminds you they're ceramics). Pricing has not yet been set, but they'll be expensive. As in, maybe $10K or more.
In addition to the usual body dress-up, the E63 gets a racy interior with sport wheel, splendid front buckets, and available carbon-fiber trim. Cool angled buttons on the console allow the driver to configure the various suspension, transmission, and performance systems.
No pricing has been announced yet, but the E63 AMG will likely be right around $85K when it goes on sale stateside in late fall (right around the price of the outgoing model). Pricey, yes -- at least until you recall that the far less capable Hammers cost $160K and up -- in the 1980s.
This is a fantastic automobile, as adept at eating miles like a ground-bound business jet as it is at leaving smoldering apexes across the curviest of mountain passes. Perhaps no sports sedan yet has done so many things so well. Of course, based on our limited first impressions we can't say for sure yet. But you know what's coming. Oh, yes: a comparison test. Meantime, this much is certain: The new E63 AMG nails the Hammer to the wall.
|2010 MERCEDES-BENZ E63 AMG|
|Base price||$85,000 (est)|
|Vehicle layout||Front-engine, RWD, 5-pass, 4-door sedan|
|Engine Engines||6.2L/518-hp/465-lb-ft DOHC 32-valve V-8|
|Curb weight||4050 lb (mfr)|
|Length x width x height||192.6 x 73.7 x 56.8 in|
|0-62 mph||4.5 sec (mfr)|
|EPA city/hwy fuel econ||14/20 mpg (est)|
|CO2 emissions||1.20 lb/mile (est)|
|On sale in U.S.||October 2009|
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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-hp V-8,” Mays would say in his booming voice, “rockets you from 0 to 60 mph 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 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 merely had stiffened versions of the standard suspension, but like its little brother, the C63 AMG, the new E63 gets a seriously reworked suspension compared with that of 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's, necessitating a change from air springs to conventional coils. Load-leveling air springs remain at the rear. In addition, the anti-roll bars and the subframe bushings have been beefed up. And if the standard E63 is too soft for you, 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 the 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 a 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 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 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.
Controlled efficiency mode (can’t we just call it comfort?) starts from a stop in second gear and acts much like a regular automatic, choosing the highest ratio whenever possible. Sport mode is slightly more aggressive and shifts with a little more force. We like sport plus most of all, however, since it holds gears and enacts rev-matching downshifts. Enabling sport plus or manual makes for the quickest shifts, which add a delightful crackle to the exhaust note. New to the E63 is a simplified shift lever with three positions: reverse, neutral, and drive. Park is activated by pressing a button, and manual shifts are actuated via the steering-wheel-mounted paddles.
VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan
ESTIMATED BASE PRICE: $88,000
ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection
Displacement: 379 cu in, 6208cc
Power: 518 bhp @ 6800 rpm
Torque: 465 lb-ft @ 5200 rpm
TRANSMISSION: 7-speed automatic with manumatic shifting
Wheelbase: 113.2 in
Length: 192.6 in
Width: 75.9 in Height: 56.8 in
Curb weight (C/D est): 4300 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 4.0 sec
Standing ¼-mile: 12.5 sec
Top speed with Performance package (governor limited): 155/186 mph
FUEL ECONOMY (MFR'S EST):
EPA city/highway driving: 13/20 mpg
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2010 Mercedes-AMG E63 Sedan Specs
AMG performance pkg
19" AMG twin 5-spoke forged aluminum wheels, rear limited slip differential, adaptive AMG performance suspension system, AMG leather/alcantara performance steering wheel, 186-mph top speed limiter (N/A w/997 Distronic Plus Pkg)
Driver assistance pkg
blind spot assist, Distronic Plus w/PRE-SAFE brake, lane keeping assist (N/A w/P30 AMG Performance Pkg)
Premium 1 pkg
COMAND system w/40GB hard drive navigation, enhanced voice control, Gracenote media database, multi-contour driver seat w/massage, rearview camera, Zagat survey restaurant guide, 6-GB MP3 Music Register hard drive
Premium 2 pkg
COMAND system w/40GB hard drive navigation, enhanced voice control, Gracenote media database, heated & ventilated front seats, rearview camera, Zagat survey restaurant guide, 6-GB MP3 Music Register hard drive, adaptive highbeam assist, bi-xenon headlamps w/active curve illumination, pwr trunk closer, Keyless Go
Amg 2010 mercedes specs e63
AMG is kicking off the new 2009 motoring season with a new dynamism: shortly after the launch of the new E-Class, the high-performance brand within Mercedes-Benz Cars is presenting the new E 63 AMG. This dynamic sports saloon with day-to-day suitability impresses with outstanding performance, thrilling handling characteristics and a technology transfer from the SL 63 AMG high-performance Roadster.
The new E 63 AMG distinguishes itself from the regular Mercedes-Benz E-Class models with a completely newly developed AMG RIDE CONTROL sports suspension with electronically controlled damping and a new front axle, and with its autonomous exterior and interior design. At the same time Mercedes-AMG has achieved a reduction in fuel consumption by almost twelve percent for the new E 63 AMG, thanks to the concerted use of fuel efficiency measures. With its unique combination of pioneering driver assistance systems, the E 63 AMG further consolidates the brand’s leading position in the field of automotive safety.
The AMG 6.3-litre V8-engine in the new E 63 AMGdevelops an output of 386 kW/525 hp and a torque of 630 Newton metres, matching the outstanding fugures for the SL 63 AMG. The high-performance Roadster has also donated its AMG SPEEDSHIFT MCT 7-speed sports transmission to the new model. This transmission dispenses with a conventional torque converter and uses a compact, wet start-up clutch. In conjunction with the four individual driving modes, the throttle-blipping and RACESTART functions, the resulting, direct connection to the powertrain allows an extremely emotional and highly dynamic driving experience.
The drive unit is unique in this segment, and ensures decidedly sporty per-formance figures: the E 63 AMGaccelerates from standstill to 100 km/h in just 4.5 seconds, with a top speed of 250 km/h (electronically limited). The fast-revving, naturally aspirated engine with a displacement of 6208 cc impresses with its agile responsiveness, muscular power delivery and great flexibility. The newly composed AMGV8 sound is a thrilling accompaniment for mile after mile, while the smooth-running engine guarantees typical Mercedes long-distance comfort. A newly designed water cooling system ensures maximum endurance even under the enormous dynamic stresses of the racetrack.
Fuel consumption cut by almost twelve per cent
Despite 8 kW/11 hp of additional output versus the preceding model, the fuel consumption of the new E 63 AMG has been significantly reduced: at 12.6 litres of super-premium grade petrol per 100 kilometres (NEDC combined consumption, provisional figure), the fuel consumption of the E 63 AMGis almost twelve percent lower than before, and leads the field among sports saloons developing more than 377 kW/500 hp. This progress has been made possible by a package of efficiency-enhancing measures. These include on-demand delivery of fuel and generator management with recuperation of braking energy on the overrun, both of which are standard in the new E 63 AMG. In-engine friction is also reduced by the AMG-exclusive twin-wire arc spray coating process used on the cylinder walls.
The AMGSPEEDSHIFT MCT 7-speed sports transmission also makes a decisive contribution to fuel economy: a wet start-up clutch running in an oil bath replaces the previous torque converter. This unit responds extremely rapidly, dynamically and without the losses typical of a torque converter transmission thanks to its low rotational inertia. The transmission is equipped with four driving modes: "C" (Controlled Efficiency), "S" (Sport), "S+" (Sport plus) and "M" (Manual), which can be selected using a rotary electronic switch in the AMG DRIVE UNIT. Partial suppression of individual cylinders by interrupting ignition and injection during gearshifts under full load leads to considerably faster shift times. In M mode the AMGSPEEDSHIFT MCT 7-speed sports transmission allows gearshifts to be performed in 100 milliseconds.
In the even more fuel-efficient driving mode Controlled Efficiency, the transmission shifts the gears decidedly smoothly, and the transmission control unit is programmed to perform early upshifts to keep engine speeds as low as possible. At the same time the AMG SPEEDSHIFT MCT 7-speed sports transmission met the most demanding requirements where driving dynamics are concerned: fast and precise multiple downshifts ensure first-class agility in conjunction with the automatic throttle-blipping and RACE START function: this enables the E 63 AMG driver to call on the maximum acceleration potential automatically.
Electronically controlled damping system and a new front axle Sporty or more comfort-oriented? The driver of the new Mercedes-Benz E 63 AMG is not obliged to accept any compromises in this respect. The AMGRIDE CONTROL sports suspension copes equally well with the agile manoeuvres of the racetrack and more comfortable, sedate driving. High performance and typical Mercedes long-distance comfort go together as an extraordinary synthesis in the E 63 AMG. This is made possible by the newly developed AMG RIDE CONTROL sports suspension. While new steel spring struts are used on the front axle, the rear suspension features AMG-specific air springs. The advantage of this solution, which is exclusive to AMG, is that the front spring struts ensure more sensitive responses while the rear air struts with their automatic level control system keep the vehicle at a constant height irrespective of the load.
A new, electronically controlled damping system automatically varies the damping characteristics according to the driving situation, reducing the roll angle of the body. The result is instant adjustment to provide the best possible ride comfort together with the greatest possible agility. In addition the driver is able to choose between the three suspension modes of Comfort, Sport and Sport plus at the touch of a button. The E 63 AMG is also equipped with a newly developed, dedicated front axle with a 56-millimetre wider track, a tubular stabiliser, new control arms, new wheel bearings, new elastokinematics and new wheel location for more negative camber – thereby providing more grip when taking bends at speed. The AMG-specific kinematics also ensures significantly more precision. This is a highly sophisticated axle design whose principle has already proved its worth in the C 63 AMG. The rear axle likewise has more negative camber, optimised elastokinematics and a new subframe mounting for greater stability at the physical limits.
Newly developed power steering and individual 3-stage ESP®
For more direct responsiveness, the speed-sensitive rack-and-pinion steering is also a new development. The steering ratio of 14 : 1 is 22 percent more direct than in the standard production models, while a more rigid steering column plus the reconfigured characteristic mapping of the speed-sensitive servo assistance ensure better steering precision and improved road contact.
The 3-stage ESP® familiar from the SL 63 AMG and C 63 AMG enables individual settings to be selected – with clear benefits in terms of driving pleasure combined with the same, high level of handling safety. The ESP® key in the AMG DRIVE UNIT allows the driver to choose between "ESP ON", "ESP SPORT" and "ESP OFF" – with the currently active mode shown in the central display of the AMGinstrument cluster. Perfect deceleration even when driving extremely briskly is ensured by the AMGhigh-performance braking system with 360-millimetre, internally ventilated and perforated brake discs all-round. Particularly resistant, motorsports-tested composite technology is used at the front axle. Outstanding grip is ensured by the 18-inch AMG light-alloy wheels with a width of nine and 9.5 inches and mixed tyre sizes of 255/40 R 18 at the front and 285/35 R 18 at the rear.
Decidedly dynamic interior and exterior
The decidedly dynamic design of the E 63 AMGis fully in keeping with the uncompromisingly sporty technology. The front aspect is characterised by 17‑millimetre wider wings bearing "6.3 AMG" lettering, the new AMG front apron with large intake air apertures and the AMG-specific daytime driving lights in LED technology. In conjunction with the optional Intelligent Light System, the E 63 AMG is equipped with tinted main headlamps. The striking visual presence is further enhanced by the AMG side skirts and AMGrear apron with a black diffuser insert. As a hallmark of the brand, the AMG sports exhaust system has two newly designed, chrome-plated twin tailpipes.
The newly designed interior of the E 63 AMGis an exciting blend of high-grade materials and functional sportiness. Exclusive features include the dedicated, electrically adjustable AMG sports seats with improved lateral support and the AMG sports steering wheel in a four-spoke design with AMG shift paddles. As a completely new feature exclusive to the E 63 AMG, the AMG selector lever has one-touch logic. Directly adjacent to it in the centre console is the AMG DRIVE UNIT, which provides adjustments for the MCT sports transmission, the ESP functions, the suspension setup and the AMG driving modes. Standard equipment also includes high-grade leather upholstery in three different colours, the AMG instrument cluster with an AMG main menu, door entry sills with AMG lettering and a sports pedal cluster – both in brushed stainless steel.
Even more individuality with tailor-made AMG extras Customer requiring even more sporty individuality are catered for by the AMG PERFORMANCE STUDIO: the E 63 AMG can e.g. be dynamically enhanced even further ex factory, with the Performance Package. This includes the following:
- ightweight, forged 19-inch AMGlight-alloy wheels with size 255/35 R 19 tyres at the front and 285/30 R 19 at the rear
- AMGPerformance suspension with a stiffer setup
- AMGrear axle locking differential with 40 percent locking action
- AMGspoiler lip on the boot lid
- AMG Performance steering wheel in a three-spoke design
Optional extras from the AMGPERFORMANCE STUDIO are also individually available ex factory:
- Lightweight, forged 19-inch AMGlight-alloy wheels with size 255/35 R 19 tyres at the front and 285/30 R 19 at the rear
- AMGrear axle locking differential with 40 percent locking action
- AMGExterior Carbon package
- AMG Performance steering wheel in a three-spoke design
- AMGcarbon-fibre trim in the interior
- Illuminated AMGdoor entry sills
- AMGfloor mats
Active and passive safety at a new level
The top AMGmodel in the E-Class traditionally meets the very highest expectations with respect to active and passive safety. Naturally this also applies to the new E 63 AMG: standard features include the new drowsiness detection system ATTENTION ASSIST, the unique preventive occupant protection system PRE-SAFE®, Brake Assist PLUS, seven airbags and crash-responsive NECK-PRO head restraints. On request the safety features can be brought to a level unprecedented in this vehicle class with the Lane Keeping Assist and Blind Spot Assist systems, the PRE-SAFE® Brake with an automatic braking function wich can bring the vehicle to a complete stop, Adaptive Highbeam Assist, Night View Assist and Speed Limit Assist.
The market launch of the new E 63 AMG will commence in August 2009.
Powerful power delivery, impressive pulling power, exhilarating agility – coupled with frugal fuel consumption. The AMG 6.3-litre V8 engine in the new Mercedes-Benz E 63 AMG combines these apparently contradictory qualities. All thanks to an entire package of efficiency-enhancing measures.
With peak output of 386 kW/525 hp from a displacement of 6208 cc the AMG 6.3-litre V8 engine ranks among the world’s most powerful standard-fit eight-cylinder naturally aspirated engines. The rated speed of 6800 rpm and the maximum engine speed of 7200 rpm are the hallmarks of this high-revving engine. But it also boasts enormous pulling power: developing 630 newton metres at 5200 rpm, the AMG V8 offers more torque than any other naturally aspirated engine in this displacement and performance class. High pulling power at low engine speeds, instant responsiveness and exhilarating high-revving flexibility are the strengths of the AMG 6.3-litre V8 engine unveiled in 2005.
With fuel consumption of 12.6 litres per 100 kilometres the new E 63 AMGbetters its predecessor by 1.7 l/100 km or 12 percent, despite the extra output of 8 kW/11 hp. As such, the new high-performance saloon leaves the competition standing. This significant reduction in fuel consumption comes courtesy of a wealth of innovative measures: the E 63 AMG is the first AMG model to feature alternator management with braking energy recovery as standard. The controlled fuel supply, friction-optimised twin-wire-arc-sprayed (TWAS) coating on the cylinder walls and the AMG SPEEDSHIFT MCT 7-speed sports transmission with the Controlled Efficiency consumption-optimised transmission mode and wet start-up clutch, which replaces the torque converter, (see page 15) are crucial elements in improving efficiency.
Recuperation: generating energy during braking
Alternator management on the new E 63 AMG takes advantage of the engine’s overrun phases and braking to recover kinetic energy. This energy is then used to charge the battery, rather than being wasted by simply generating heat. This recuperation assists the driver not only during braking action but also helps convert the braking energy into electrical energy. Conversely, the alternator is switched to no-load operation during acceleration, thus reducing the load on the engine. All of which saves fuel: some 0.15 litres per 100 kilometres as per NEDC ratings and up to 0.2 l/100 km on urban roads with frequent overrun and braking phases.
The twin-wire-arc-sprayed (TWAS) coating on the cylinder walls – used exclusively by AMG – produces outstanding low friction while reducing fuel consumption at the same time. The electronically controlled fuel supply works in the same way: depending on the power requirements and outside temperature, the system operates at a demand-actuated fuel pressure of between 3.6 and 4.5 bar and is regulated at lightning speed. The engine management system translates the command from the accelerator within milliseconds into the corresponding fuel pressure setting. Such control ensures rapid vehicle response and a sporty thrust across all load ranges and at all engine speeds.
Know-how from motor racing went into the design
In typical AMG fashion, the design of the AMG 6.3-litre V8 engine has been based closely on its motorsports counterparts. As customary with the thoroughbred racing engines, the AMG engineers opted for a closed-deck design with the crankcase made entirely out of aluminium for the eight-cylinder unit. To produce a crankcase with superb torsional stiffness, the bottom section of the crankcase has been designed as a bedplate. This produces a very stiff tunnel for the crankshaft which can easily withstand the high combustion pressures and reduces flow losses within the crankcase. The resulting improvement in mechanical efficiency helps reduce fuel consumption. An oil scavenger integrated into the bedplate reduces engine oil foaming.
The finely balanced crankshaft is designed for the highest stresses, consists of the high-quality forged steel alloy 42CRMo4V, rotates in five crankshaft bearings and features six counterweights for perfectly balanced masses. Torsional rigidity, long-term structural strength and inertia characteristics are also to the very highest standards. Two lightweight connecting rods forged by the cracking process are connected to each of the four crank pins. During this process, the utmost production precision is made possible by a predetermined breaking point created by a laser beam. Extremely close weight tolerances between the eight connecting rods are also ensured by precision machining. The same principle is also used for the cast, lightweight pistons. They are made from a durable high-temperature alloy. Pressure-controlled oil spray nozzles in the crankcase ensure optimal cooling of the highly stressed piston crowns.
Variable intake manifold with two internal throttle flaps
The aerodynamically designed intake system with large cross-sections and the variable intake manifold made of magnesium with two integrated throttle flaps ensure superlative cylinder charging. Its task is to ensure a strong torque curve by lengthening the airflow distance at low engine speeds. At higher engine speeds the intake manifold switches to short airflow distances to achieve a high peak performance. The two throttle flaps can be opened to their maximum in just 100 milliseconds at full throttle, and the driver perceives this as extraordinary responsiveness.
Rigid valve train, four overhead camshafts
The 32 valves in the cylinder heads are operated by bucket tappets. Their space-saving design allows a stiff valve train and therefore high engine speeds with large valve opening cross-sections, which in turn benefits output and torque. The large intake valves have a diameter of 40 millimetres, while their opposite numbers on the exhaust side measure 34 millimetres.
All four overhead camshafts are continuously variable over a range of 42 degrees. Both the intake and exhaust camshafts are adjusted as a function of engine load and engine speed, ensuring extremely high output and torque values and smooth idling, and especially low exhaust emissions. Depending on the engine speed, the valve overlap can be varied to ensure an optimal supply of fuel/air mixture to the combustion chambers and efficient venting of the exhaust gases. The system is driven by a duplex roller chain and intermeshing pairs of gear wheels.
Sophisticated engine cooling solution
A powerful oil pump is used for the oil cooling system on the engine. As in thoroughbred racing engines, the engine is cooled on the sophisticated cross-flow principle. In the interests of optimal in-engine friction and fuel economy, the temperature of the coolant is also variably controlled. The lightweight, compact and powerful cooling module – located behind the large apertures in the AMG front apron – for coolant, engine, transmission and power-steering oil ensures non-critical operating temperatures – even under the extreme stress of the racetrack. The hot air from the suction-type fan used for engine oil cooling is vented via the side apertures in the AMG front apron.
Distinctive AMG V8 vocals, efficient emission control system
The newly composed AMG V8 vocals fully live up to the expectations of a powerful high-performance saloon: a powerful engine sound when accelerating coupled with restrained running characteristics during smooth cruising, providing hallmark Mercedes long-distance comfort. The AMG experts have resolved this conflict of aims with a newly developed AMG sports exhaust system; it comes with carefully matched tube cross-sections and two newly designed chrome-plated twin tailpipes.
Thanks to efficient emission control technology, the E 63 AMGmeets current EU 5 exhaust emission standards and all requirements of the U.S. market (LEV-II standard, On-Board Diagnosis II and oxygen sensor diagnosis).
Engine production – tradition of hand-built excellence
The AMG 6.3-litre V8 engine has traditionally been built by hand. In the AMG engine workshops, which were opened in 2002, a highly qualified engineer assembles an eight-cylinder engine according to the company’s philosophy of "one man, one engine" in compliance with the most stringent quality standards. The engineer’s signature on the characteristic AMG engine plate is testimony to the highest standards of workmanship. Production takes around three hours.
In the coveted "International Engine of the Year Awards 2009", the AMG 6.3-litre V8 engine carried off two awards: in the "Best Performance Engine" and "Above 4 litres" categories, this high-revving, naturally aspirated engine took first place by a wide margin in each case.
Seven gears, four drive modes, double-declutching and Race Start function – the power transfer on the new E 63 AMG promises superb emotion and pure driving pleasure. At the same time, the AMG SPEEDSHIFT MCT 7-speed sports transmission contributes substantially to reducing fuel consumption.
The AMG SPEEDSHIFT MCT 7-speed sports transmission is an innovative power transfer system that made its debut in the high-performance SL 63 AMG Roadster in 2008. It combines the sporty, direct and agile feedback of a manual transmission and the maximum convenience of an automatic transmission. Fitted with seven speeds, four drive modes, a double-declutching and Race Start function, the AMG SPEEDSHIFT MCT 7‑speed sports transmission offers superb versatility. MCT stands for Multi-Clutch Technology and only employs clutch elements to perform gearshifts.
A wet start-up clutch, which runs in an oil bath, replaces the conventional torque converter. Thanks to its low rotational inertia, the transmission responds instantaneously and dynamically without the losses typical of a torque converter transmission – thereby helping to save fuel. The AMG sports transmission also impresses with its low weight of just 80 kilograms, which has been made possible through the use of lightweight magnesium for the transmission housing. Vibrations are effectively eliminated by a new, two-stage torsion damper, with resulting benefits in perceived passenger comfort.
Consumption-optimised drive mode "C" (Controlled Efficiency)
During development of the E 63 AMG the AMG engineers paid special attention to the new drive mode "C" (Controlled Efficiency). The emphasis was on delivering minimum engine speed coupled with a reduced number of gearshifts in all driving situations. When moving off in "C", the MCT transmission always selects second gear and shifts decidedly early to next higher gears if the driving style permits. At 60 km/h for instance, sixth gear will already be engaged – not only improving fuel consumption but noise levels, too. Controlled Efficiency also means convenient gearshifts and a "soft" accelerator response set-up for outstandingly smooth power transfer.
The powerful electronic control unit and the integrated 80 MHz processor ensure spontaneous downshifts at the same time – say when approaching traffic lights or if the driver suddenly needs power for dynamic acceleration.
Drive modes "S", "S+" and "M" for even more driving pleasure
The engine and transmission come across as much more agile in the "S" (Sport) mode. Accelerator pedal movements trigger a more direct traction response, making the downshifts more spontaneous. The engine speed is allowed to reach a higher level in each gear, while the gearshifts are around 25 percent faster than in "C". Turning the rotary switch in the AMG DRIVE UNIT a notch further to the right activates "S+" mode. Sport plus shifts the gears another 25 percent faster than in "S". The same applies to the manual shift mode "M". In "S+" and "M" modes, gearshifts at full throttle take just 100 milliseconds.
The engine management system partially suppresses cylinders in "S", "S+" and "M" modes: precisely interrupting ignition and injection under full load for brief periods leads to even faster gearshifts than before. The highly emotional vocals are an appealing side effect of this lightning-fast process.
Ultra-fast, spontaneous multiple downshifts are another forte of the AMG SPEEDSHIFT MCT 7-speed sports transmission. For instance, kickdown lets you move straight from seventh down to fourth gear or from fifth to second. In the Sport, Sport plus and Manual modes the automatic double-declutching function is active. Every manual or automatic downshift is accompanied by precisely metered double-declutching – from “S” through “S+” to “M” incrementally. And this not only adds to the driver’s emotional experience: the load-free downshift minimises load-change reactions, which pays dividends particularly when braking into a bend on the racetrack and also enhances safety in the wet or on ice.
In manual “M” mode the driver also benefits from the high torque of the V8 engine, as there is no automatic downshift under full load and kickdown; the transmission remains steadfastly in the selected gear. Moreover, the AMG MCT sports transmission does not perform an automatic upshift in manual mode when the rev limit is reached. In “M” mode the AMG instrument cluster displays the current gear and alerts the driver to the need for an upshift just before the needle reaches the red zone. This means that a particularly sporty driver can use the superior performance potential to its fullest extent. When approaching the lower rev limit, e.g. when braking the vehicle, there is an automatic downshift to the next lower gear.
AMG DRIVE UNIT with Race Start function
The AMG DRIVE UNIT is the central control unit for the AMG SPEEDSHIFT MCT 7-speed sports transmission and all driving dynamics functions. The driver can change gears either using the new AMG E-SELECT selector lever or via the AMG steering-wheel shift paddles. On the left next to the selector lever is the electronic rotary switch to select the four drive modes including activation of the Race Start function. Underneath are three buttons for additional functions: the first controls the ESP® function, the second the AMG RIDE CONTROL sports suspension. The third adorned with AMG lettering is used to store the personal set-up. Briefly pressing the AMG button brings up the configuration options, whilst holding down the button allows you to program the required set-ups - this is confirmed by an acoustic signal. The current settings may be viewed in the AMG instrument cluster by pressing the AMG button at any time.
The Race Start function delivers maximum dynamism: while the vehicle is at a standstill, the driver needs to activate the ESP® sports function and press the brake pedal with their left foot. Having preselected the Race Start program using the rotary switch, a confirmation message comes up on the AMG central display. The driver then simply needs to confirm the Race Start function by pulling the “Up” shift paddle once, fully depressing the accelerator and taking his foot off the brake. The optimum start-up engine speed is set fully automatically and the E 63 AMG accelerates away with flawless traction – all the way up to top speed, if so required. The driver does not need to shift gear manually; the AMG transmission changes gear with lightning-fast shift times.
Chassis and braking system
High cornering speeds, exhilarating driving dynamics coupled with typical Mercedes long-distance comfort – when it comes to the chassis and braking system, AMG has developed innovative systems that ensure the new E 63 AMG consolidates its leading position in the high-performance saloon segment.
The sophisticated AMG RIDE CONTROL sports suspension on the E 63 AMG combines steel suspension at the front, while an all-air suspension system is used at the rear. This exclusive solution guarantees a sensitive response from the front springs while the vehicle is kept at a constant height thanks to the automatic level control system – irrespective of the load. The top-of-the-line AMG model differs from the other E-Class variants with its newly developed three-link front suspension with wider track – 56 mm wider than the E 500. In conjunction with new hub carriers for more negative camber at the front, this provides much more grip when taking bends at high speed.
Another feature of the AMG RIDE CONTROL sports suspension is the electronically controlled damping system: the system varies the damping characteristics instantly according to the driving situation, road speed and load status, reducing the roll angle of the body. For the driver this means instant, continuously variable adjustment between the greatest possible agility and optimum ride comfort – depending on the driving style and route. The damping can also be individually adjusted by pressing the appropriate button in the AMG DRIVE UNIT. A push of a button is all it takes for the electronics to switch from "Comfort" to "Sport" or "Sport plus." The selected mode is displayed in the AMG instrument cluster.
"Comfort" delivers a sensitive response with soft damping characteristics, while the shock absorber response is an average xx percent firmer in "Sport". "Sport plus" is ideal for challenging laps on private racing circuits; here the shock absorbers are around another xx percent firmer. The E 63 AMG can be dynamically enhanced even further ex factory, with the Performance package: The Performance package includes the AMG RIDE CONTROL Performance suspension with its even firmer set-up, lightweight forged 19-inch AMG light-alloy wheels, and a rear axle locking differential with 40 percent locking action (see also page 27).
Eleven sensors for electronic damper control
The electronic damper control utilises four sensors to permanently monitor the drive and brake torque along with steering angle and lateral acceleration. Four position sensors are also used to determine the ride height and to ascertain the direction of motion. Three acceleration sensors help identify the absolute body roll.
Powerful control electronics that interact constantly with the engine and transmission control units instantly adjust the forces at the four shock absorbers.
New axle components and more direct steering
The high-grade axle components provide further testimony to the painstakingly redesigned AMG RIDE CONTROL sports suspension. New steering knuckles, wishbones, torque strut bearings and head bearings at the front provide extra stability and improved road contact. A weight-optimised, thicker tubular stabiliser reduces body roll on fast S-shaped bends. The rear suspension has also been substantially reworked in the interests of enhanced handling stability: new track rods, push-pull rods and far more rigid mountings for the subframe – on which the rear axle is mounted –, translate into enhanced dynamics when cornering. The AMG-specific kinematics and the new elastokinematics on both axles also noticeably increase precision during cornering – a solution that has already proven itself on the C 63 AMG.
Added to which is the newly developed rack-and-pinion steering: the selected steering ratio which is 22 percent more direct (14 : 1), together with the reconfigured characteristic mapping of the speed-sensitive servo assistance conveys more agile cornering. More feedback in all driving situations comes courtesy of the Hardy disc made out of a rubber compound that is 33-percent harder; it sits between the steering shaft and steering coupling.
3-stage ESP® with Sport function as in the SL 63 AMG
The 3-stage ESP® is also consistently tailored to the superb dynamic qualities of the E 63 AMG: familiar from the SL 63 AMG and C 63 AMG, the Electronic Stability Program supports three individual control strategies at the push of a button: the ESP® button in the AMG DRIVE UNIT allows the driver to choose between "ESP ON", "ESP SPORT" and "ESP OFF" – with the currently active mode shown in the display of the AMG instrument cluster. In "ESP ON", the onset of handling instability leads to braking intervention at one or more of the wheels, accompanied by a reduction in engine torque.
Briefly pressing the ESP® button activates "ESP SPORT". In this mode the braking intervention to counter oversteer or understeer, as well as the accompanying reduction in engine torque, allows a higher dynamic threshold and, for instance, corresponding drift angles – providing the driver with the benefit of far greater driving pleasure. Operating the brake pedal restores all the normal ESP® functions. Prolonged pressure on the ESP® button activates "ESP OFF". There is no intervention to control the handling dynamics and generally no reduction in engine torque – thus increasing driving enjoyment even further. "ESP OFF" should only be used by experienced drivers on dedicated racetracks. In this mode too, operating the brake pedal restores all the normal functions of ESP®.
The system’s traction logic is active in all three ESP® modes. If one of the drive wheels starts to spin, specific brake pressure is applied to virtually create the effect of a mechanical differential lock. This means that the engine power is transferred to the road even more effectively.
New AMG ceramic composite brakes as an option
As you would expect from an AMG high-performance car, the new E 63 AMG also comes with an ultra-powerful braking system. Internally ventilated and perforated brake discs with their generous 360-millimetre dimensions are fitted front and rear. The highly stressed front discs featuring composite technology that has been tried and tested in motor racing help offset temperature peaks more effectively. Grey-painted brake callipers with white AMG lettering and six-piston (front) and four-piston (rear) technology provide spontaneous, fade-resistant deceleration and extremely short stopping distances.
All-new AMG ceramic composite brakes are available as an option – instantly recognisable with their gold-painted brake callipers with the "AMG Carbon Ceramic" logo. Thanks to the special materials and production technology used to manufacture the discs from carbon-fibre-reinforced ceramic in a vacuum at 1700 degrees Celsius, the ceramic discs are much harder. This not only increases the service life many times over compared with a grey cast iron disc, but also their resistance to extreme loads and heat. The result is extremely short stopping distances, exact pressure point and much higher fade resistance even under extreme operating conditions. The larger ceramic discs – front: 402 x 39 millimetres; rear: 360 x 32 millimetres – also feature a composite design and are connected with a floating radial mount to an aluminium bowl.
Compared with the conventional composite brake discs, the ceramic brake discs are around 40 percent lighter. The further reduction in unsprung masses not only boosts driving dynamics and agility but also improves steering response as well as ride comfort and contact characteristics. Six-piston fixed callipers are fitted at the front with a brake lining surface of 2 x 154 cm2; four-piston fixed callipers with a brake lining surface of 2 x 73 cm2 are used at the rear.
Numerous functions of the AMG high-performance braking system enhance comfort and safety. Take the practical HOLD function: if the E 63 AMG has come to a stop, the driver simply needs to press the brake pedal a little bit firmer. The vehicle is now held by the brake – even if the driver takes their foot off the brake pedal. This prevents the vehicle from unintentionally rolling forward in stop-and-go traffic or inadvertently rolling back on an uphill slope. The HOLD function is automatically disengaged once the vehicle is driven forward. Another useful feature comes in the shape of the hill-start assist. If the sensor technology detects that the driver has stopped on an incline, the brake pressure is automatically maintained constant for a short period. This means the E 63 AMG will not roll back and the driver has sufficient time to switch their right foot from the brake to the accelerator pedal without having to use the parking brake.
If the driver of the AMG saloon suddenly switches from the accelerator to the brake pedal prior to emergency braking, the braking system increases the pressure in the brake lines and applies the pads to the brake discs, so that they can grip instantly with full force when the brake pedal is pressed. The system supports the standard-fit Brake Assist by means of this ’priming’. Further standard features include the brake-drying function, which uses brief braking impulses to ensure the film of water on the brake discs is removed in the wet, thus considerably improving the responsiveness of the brakes.
AMG 18 or 19-inch light-alloy wheels
The AMG light-alloy wheels in an 18 or 19-inch design play a major part in the dynamic, stable handling of the new E 63 AMG. The saloon comes as standard with titanium grey, high-sheen five-spoke wheels measuring 9.0 x 18 or 9.5 x 18 and 255/40 R 18 tyres at the front and 285/35 R 18 at the rear. As an option, the AMG Performance Studio includes forged 19-inch AMG twin-spoke light-alloy wheels painted titanium grey with a mirror finish, shod with 255/35 R 19 (front) and 285/30 R 19 (rear) wide-base tyres.
Design and equipment
The new Mercedes-Benz E 63 AMG fulfils its role as the powerful, top-of-the-line E-Class model with effortless superiority. The exterior design conveys presence, precision and typical Mercedes dynamism. Functional sportiness, top quality and consummate business class comfort combine in the interior. In short: it comes across as sporty without being showy.
Dominant, masculine, dynamic – take a look at the new E 63 AMG and you instantly get a sense of these three attributes. The distinctive wings immediately catch the eye in the front section of the high-performance saloon. They are 17 millimetres wider on each side to accommodate the new front axle with its larger track width and the 255/40 front tyres.
The striking AMG front apron is an integral part of the characteristic AMG bodystyling. A central air intake and two side apertures provide an efficient supply of fresh air to the cooling module placed behind. The side air vents in the front apron serve to expel the hot air from the oil coolers. The AMG-specific LED daytime driving lights are another eye-catching detail. In conjunction with the optional Intelligent Light System, the E 63 AMG is equipped with tinted bi-xenon main headlamps.
From the side, the eye is drawn to the 18 or 19-inch AMG light-alloy wheels as well as the "6.3 AMG" lettering integrated stylishly into the wings; this lettering is testimony to the powerful eight-cylinder powerpack under the bonnet. The side sill panels pick up the sweeping line of the spoiler edges on the front apron, extending it through to the AMG rear apron – the same line also emphasises the saloon’s width: the two newly designed chrome-plated twin tailpipes of the AMG sports exhaust system, the characteristically black insert and the overlying light-catching contour provide further visual highlights on the muscular rear section.
Sporty and high-grade interior ambience
Luxurious quality, high-grade materials, consummate business class comfort combined with a noticeable degree of dynamism and sportiness – the interior of the E 63 AMG in a nutshell. Dedicated, newly developed electrically adjustable, heated AMG sports seats and AMG badges await the driver and front passenger. All the seats, armrests and door centre panels are trimmed in exquisite leather, the seat centre panels with perforated leather. Three different appointment colours are available: black, mocha brown/almond beige and reef grey/alpaca grey. The perfect finishing touch comes courtesy of the black ashwood trim.
The AMG sports steering wheel in a four-spoke design with a 385-millimetre rim is trimmed with perforated leather in the specially moulded grip areas. Gear selection can be performed manually by means of the AMG aluminium shift paddles with "up" and "down".
AMG main menu and AMG DRIVE UNIT
Behind the steering wheel lies the equally new AMG instrument cluster with a 320 km/h speedometer scale and silver-coloured backplate. The five classic dial instruments come with a new look, red needles and all-new lettering. AMG lettering adorns the speedometer while "6.3 V8" lettering adds a special touch to the rev counter. The AMG main menu is integrated into the central display of the speedometer, which can be operated conveniently using the multifunction buttons on the AMG sports steering wheel. The three modes "Warm Up", "Set Up" and "RACE" keep the driver well informed: "Warm Up" indicates the engine oil and coolant temperature, "Set Up" indicates the current ESP® mode, the suspension setting "Comfort", "Sport" or "Sport Plus" and the transmission mode "C", "S", "S+" or "M". In "RACE" the RACETIMER is ready; this allows the driver to record lap times on private racing circuits.
The AMG DRIVE UNIT, which is familiar from the SL 63 AMG, is angled towards the driver and enables individual settings to be selected for the MCT sports transmission, the ESP functions, the suspension set-up and the AMG drive modes. A completely new feature for the DRIVE UNIT comes in the shape of the AMG E-SELECT selector lever in the centre console. The driver can shift directly between R, N and D simply by nudging the lever, all thanks to drive-by-wire, Briefly pressing the P button is sufficient to activate the parking lock.
The wide range of standard equipment includes (selection):
- Adaptive brake lights
- AMG door entry sills in brushed stainless steel
- AMG sports pedal cluster in brushed stainless steel
- Child Safety package
- THERMOTRONIC automatic climate control
The wide range of optional extras includes (selection):
- COMAND APS
- DAB – digital radio
- Driving Assistance package
- Rear-seat entertainment system
- Speed Limit Assist
- Intelligent Light System
- KEYLESS-GO package
- Heated steering wheel
- Media interface
- Memory package
- Night View Assist Plus
- PARKTRONIC incl. Parking Guidance
- Tyrepressure monitoring system
- Reversing camera for PARKTRONIC
- Heated/climatised seats
- Sun Protection package
- Lane Tracking package
- Surround-sound system
- TV tuner
Even more individuality with tailor-made AMG extras
Customers requiring even more sporty individuality are catered for by the AMG Performance Studio: the E 63 AMG can be dynamically enhanced even further ex factory, with the Performance package. This includes the following:
- Lightweight, forged 19-inch AMG light-alloy wheels with size 255/35 R 19 tyres at the front and 285/30 R 19 at the rear
- AMG RIDE CONTROL Performance suspension with a stiffer set-up
- AMG rear axle locking differential with 40 percent locking action
- AMG spoiler lip on the boot lid
- AMG Performance steering wheel (365 mm) in a three-spoke design
- Roller blind for rear window
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