
Mercedes-Benz E63 S review
Driving
What is it like to drive?
It’s still not as plush as an Audi RS6. Good. That’s not what the E63 is about. This is an angrier, more purposeful super saloon. But the problem has always been that it was a car aimed too much at the driver, and not enough at the rest of the passengers on board – especially if you were going for the estate (which, quite frankly, is the only choice). A broader spectrum of ability is what was needed, and now Mercedes-AMG claims to have delivered it.
The suspension has been retuned, there are new bushings for the front axle to go with the wider track widths and tyres and you can tell almost immediately. The steering still has the same slight springiness when you’ve got some lock on, gently pushing back at you, but the wheels now carve a cleaner line. There seems to be less roll, but also more suppleness in the springs, which is a neat trick to have pulled off. It feels well supported and accurate around corners, satisfying to drive even when you’re just turning the wheel at modest speeds.
At the rear there’s a new subframe carrier for the rear suspension and altered damper hydraulics. I struggled to tell much of a difference from before – the noticeable changes are all at the front. However, taken overall, some of the harshness of the pre-facelift car has gone. The E63 is still tautly sprung and firm of ride, but some of the vibrations and commotion that were probably more unsettling for passengers than the ride firmness itself, have definitely been eased. There’s a sense that it’s gained some maturity.
So it steers better than before, gives you more confidence in what’s going on at the front, just as much information comes back from the wheels, but it’s been through a slight filter that improves it for passengers, without diminishing it for the driver. A hint more polish has been applied, and it really suits the E63.
Which is still a deeply, ridiculously fast car. AMG may claim to have left the powertrain alone (and yes, it still delivers the same power figures through the same nine-speed multi-clutch gearbox), but in practice it also feels a little sharper in its actions. Gears appear to slip through more cleanly and deliberately than before, and the motor’s torque characteristics and response seem brighter. It’s not that it picks up quicker at lower speeds, as you need 3,000rpm on the dial before the real fireworks begin (even if Merc says 626lb ft is on tap from 2,500-4,500rpm), but that the power comes in both more urgently and smoothly once you ramp into the powerband.
It remains a truly superb engine to use, still a V8 with a great baritone voice, masses of power and able to make mincemeat of whichever gear it’s in. It’s addictive to use and quick to respond in a way neither the BMW M5 or Audi RS6 can match. And this sense of involvement and excitement isn’t just confined to the powertrain. This is an exciting car to drive in almost any situation.
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