Thursday, August 29, 2013
2007 Mercedes Benz E63 AMG First Drive
With the introduction of the 2007 E63 AMG, the tuning division’s 6.2-liter naturally aspirated V-8 will replace the supercharged V-8 in the now-defunct E55. The new AMG motor has a dramatically different character from the torque monster it replaces. Although it generates 34 more horsepower if you wind it up to 6800 rpm, it has only 465 pound-feet of torque — that’s down 51 compared to the previous engine. More telling is that the E55 delivered 516 pound-feet from a low 2650 rpm, but the E63 doesn’t hit its torque peak until 5200 rpm. It’s destined to be a screamer.
In addition to the optional urine-dependent Bluetec diesel, the 2007 E-class, which goes on sale with a mild face-lift in July 06, got two new meaty gasoline engines. The normally aspirated, AMG-tuned, 514-hp, 6.3-liter V-8 is the top choice for the horsepower hungry, while the new S-class donated its 388-hp, 5.5-liter V-8 for those who like ample power without that diesel aftertaste. For 07, Mercedes-Benz also endows the mid-sizer with standard crash-anticipating safety features and an optional lighting system that will make many other cars headlights seem like gas lanterns. Mercedes also claims to have retuned the cars chassis and improved its steering.
A faster, less torquey solution
As Inside Line has noted in its review of the ML63 AMG, the new 6.2 is a marvel of an engine. Its lighter, more powerful, cleaner, just as fuel-efficient and, arguably, more durable than the 5.5 it replaces. Its also the first engine in a Mercedes-Benz passenger car to be developed completely by AMG, which fully exercised its motorsport expertise when developing the V8s unique architecture.
In its state of tune for U.S.-bound E63 sedans and wagons, the 6,208cc four-valve DOHC V8 puts out 507 horsepower at 6,800 rpm compared to the E55s 5,439cc three-valve SOHC supercharged V8s rating of 469 hp at 6,100 rpm. Well and good. The newer car should be more powerful. Torque? The bigger V8 twists out 465 pound-feet of torque at 5,200 rpm compared to the (whats this?) 516 lb-ft of torque from the outgoing V8. The E55s torque also peaked earlier, at 2,650 rpm. Sounds like a step backward.
However, there was good reason for the reduction in torque. This allowed Mercedes to fit its new, sophisticated seven-speed automatic in place of the old five-speed. Though the new gearbox is far more efficient than the five-speed, and though it was not built to handle the massive torque of the supercharged engine, its limit of 542 lb-ft, say Mercedes engineers, gives it the required durability to handle the 6.2s far-from-paltry crank twist.
Even better, the loss of torque has had no impact on the cars performance. Lets turn to the factory for this conclusion, which says the 6.2 can launch the E63 sedan from zero to 60 mph in 4.3 seconds. (Thats a worthy accomplishment for a 4,035-pound four-door — and its also probably a conservative figure. Certainly the 514-hp European-spec car we drove in Germany felt much quicker.) To compare, the E55, according to factory numbers, takes 4.5 seconds to achieve the same speed. Race is over; the E63 is quicker. (Just to save you the trouble of looking it up, the similarly sized BMW M5 makes the dash from zero to 60 in 4.5 seconds.) Credit the E63s more efficient seven-speed transmission, improved aerodynamics and, surprisingly in this day of the bloated automobile, a moderate overall weight gain of just 45 pounds compared to the E55 sedan.
We tried a few surreptitious stabs at the low 4s on a narrow side road with all the traction control systems switched completely off, and succeeded only in reaching the limits of adhesion (located just this side of the land of crashes) before we could count off the seconds, scaring ourselves and irking a local farmer tending his hops. Well wait for our experts and a test track to wring the real numbers out of the 2007 Mercedes-Benz E63 AMG, but note for the record that anyones skills will have to be on full alert to get the most out of this potent beauty.
More technology, not much more money
Available as a sedan or wagon, the E63 is expected to retail for about the same price as current E55s, around $83,000, despite the fair amount of new and revised components being introduced across the E-Class line, which in the U.S. consists of the E320 Bluetec sedan, E350 sedan and seven-passenger wagon, E550 sedan and the E63 sedan and wagon.
Befitting their stature at the top of the line, the AMG models benefit from more aggressive running gear, bigger brakes and specific tuning for the Airmatic suspension, and a new seven-speed automatic transmission. The E63 sits on larger 18-inch alloys, 8.5 inches wide up front and 9 inches out back, wrapped by 245/40 and 265/35 ZR-rated tires (Pirelli P Zeros on our test car). We wouldnt mind seeing 19s on this car, both for aesthetic and dynamic reasons.
The bigger brakes consist of front 14.2-inch vented, perforated and partially composite discs gripped by six-piston fixed calipers and 13-inch vented and perforated discs in the rear, clamped by four-piston fixed calipers.
Our autobahn runs demonstrated how valuable these big binders are, hauling the heavy sedan down from high speeds time and again with no sign of fade. We also liked the feel from the new electronically controlled hydraulic system, which has eliminated the abruptness that compromised the response of some recent Mercedes brakes.
Though AMG tuned the Airmatic suspension for more aggressive driving, the system still delivers good ride comfort when in comfort mode. Push the adjustable shock button for full sport, and the chassis stiffens to sharpen up the handling, but not at the expense of a harsh ride. Bottom line: There is no other adjustable suspension around that can handle so many kinds of road surfaces and dynamic situations without exposing a weakness.
In fact, perhaps the only shortcoming in the entire vehicle is the seven-speeds lack of a throttle blip when it downshifts. Its possible to accomplish the matching of revs manually by the age-old method of whacking the gas pedal as the tranny makes the move between gears, but we expect that such an advanced gearbox should be able to do it for you.
