E-Class and SLS AMG win the Auto Trophy 2009
Stuttgart – Readers of the magazine “Auto Zeitung” have voted the new Mercedes-Benz E-Class the best saloon in the luxury class, while first place for best super sports car was also taken by the new “Gullwing” Mercedes-Benz SLS AMG, resulting in both cars receiving the prestigious “Auto Trophy”. The top-class awards were presented to Dr. Dieter Zetsche, Chairman of the Board of Daimler AG and Head of Mercedes-Benz Cars, and to Dr. Joachim Schmidt, Executive Vice President Mercedes-Benz Cars Sales and Marketing, at a ceremony held last night in Berlin.
Stuttgart – Whether as a Saloon, Coupé or Estate variant, the new Mercedes E-Class has the highest value retention of any luxury segment model series in Germany. In three years time these models will command the (more…)
U.S. Press Info 29 June 2009
The new generation of dynamic sports sedan with day-to-day suitability
Powerful V8 naturally aspirated engine with lower fuel consumption
Exclusive driving pleasure courtesy of AMG SPEEDSHIFT MCT 7-speed sports transmission
Chassis and braking system
Innovative new features for superlative driving dynamics
Design and equipment
Effortless superiority with a decidedly sporty character
“Intelligent” partner thanks to unique combination of assistance and protection systems
Development and testing
Meeting the toughest of requirements – extreme “accelerated” testing
A tradition of top performance
With 518 hp and AMG SPEEDSHIFT MCT 7-speed sports transmission
The E63 AMG – the new generation of dynamic sports sedan with day-to-day suitability
Affalterbach – AMG, the high-performance brand within Mercedes-Benz Cars, is presenting the new E63 AMG. This dynamic sports sedan with day-to-day suitability is the top-of-the-line E-Class model, offering an impressive combination of outstanding performance, exhilarating driving dynamics and a technology transfer from the SL63 AMG high-performance Roadster.
The new E63 AMG distinguishes itself from the regular E-Class models with the powerful AMG 6.2-liter V8 engine, the completely newly developed adaptive AMG sports suspension with electronically controlled damping and a new front axle, and with its unique exterior and interior design. Newly developed compound brakes are also available as an option for the top-of-the-line E-Class model. Mercedes-AMG has achieved a reduction in fuel consumption of almost twelve percent for the new E63 AMG, thanks to the concerted use of fuel-efficiency measures. With its unique combination of pioneering driver assistance systems, the E63 AMG further consolidates the brand’s leading position in the field of automotive safety.
The AMG 6.2-liter V8 engine in the new E63 AMG develops an output of 518 hp and a torque of 465 lb.-ft., matching the outstanding figures for the SL63 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 drive modes, the rev-matching and Race Start 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 performance figures: the E63 AMG accelerates from standstill to 60 mph in just 4.4 seconds, with a top speed of 155 mph (electronically limited). The high-revving, naturally aspirated engine impresses with its agile responsiveness, muscular power delivery and great flexibility. The newly composed AMG V8 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.
Powerful, high-revving V8 naturally aspirated engine with lower fuel consumption
Powerful power delivery, impressive pulling power, exhilarating agility – coupled with frugal fuel consumption. The AMG 6.2-liter V8 engine in the new Mercedes-Benz E63 AMG combines these apparently contradictory qualities. All thanks to an entire package of efficiency-enhancing measures.
With peak output of 518 hp from a displacement of 6,208 cc the AMG 6.2-liter V8 engine ranks among the world’s most powerful standard-fit eight-cylinder naturally aspirated engines. The rated speed of 6,800 rpm and the maximum engine speed of 7,200 rpm are the hallmarks of this high-revving engine. But it also boasts enormous pulling power: developing 465 lb.-ft. at 5,200 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 6.2-liter V8 engine unveiled in 2005.
With fuel consumption of 12.6 liters per 100 kilometers the new E63 AMG betters its predecessor by 1.7 l/100 km or 12 percent (U.S. figures have not been finalized), despite the extra output of 11 hp. As such, the new high-performance sedan leaves the competition standing. This significant reduction in fuel consumption comes courtesy of a wealth of innovative measures: the E63 AMG is the first AMG model to feature alternator management with braking energy recovery as standard. The controlled fuel supply, friction-optimized twin-wire-arc-sprayed (TWAS) coating on the cylinder walls and the AMG SPEEDSHIFT MCT 7-speed sports transmission with the Controlled Efficiency consumption-optimized 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 E63 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 liters per 100 kilometers 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 motorsport went into the design
In typical AMG fashion, the design of the AMG 6.2-liter 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 aluminum 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 millimeters, while their opposite numbers on the exhaust side measure 34 millimeters.
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 sedan: 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 E63 AMG meets 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 6.2-liter 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 6.2-liter V8 engine carried off two awards: in the “Best Performance Engine” and “Above 4 liters” categories, this high-revving, naturally aspirated engine took first place by a wide margin in each case.
Exclusive driving pleasure courtesy of AMG SPEEDSHIFT MCT 7-speed sports transmission
Seven gears, four drive modes, rev-matching and Race Start function – the power transfer on the new E63 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 2009 SL63 AMG Roadster. 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 rev-matching 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 176 pounds, 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-optimized drive mode “C” (Controlled Efficiency)
During development of the E63 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 37 mph 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 and dynamism
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 rev-matching function is active. Every manual or automatic downshift is accompanied by precisely metered rev-matching – from “S” through “S+” to “M” incrementally. And this not only adds to the driver’s emotional experience: the load-free downshift minimizes 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 adaptive AMG 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® SPORT” 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 E63 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
Innovative new features for superlative driving dynamics
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 E63 AMG consolidates its leading position in the high-performance sedan segment.
The sophisticated adaptive AMG sports suspension on the E63 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 – 2.2-inch wider than the E550. 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 adaptive AMG 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 +.” The selected mode is displayed in the AMG instrument
“Comfort” delivers a sensitive response with soft damping characteristics, while the shock absorber response is firmer in “Sport”. “Sport +” is ideal for challenging laps on private racing circuits; here the shock absorbers are even firmer. The E63 AMG can be dynamically enhanced even further ex factory, with the optional AMG Performance Package: This Package includes the adaptive AMG Performance suspension with its even firmer set-up, 19” AMG twin 5-spoke forged light alloy wheels, raised top speed of 186 mph, and a limited slip rear differential with 40 percent locking action (see also page 27).
Eleven sensors for electronic damper control
The electronic damper control utilizes 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 adaptive AMG sports suspension. New steering knuckles, wishbones, torque strut bearings and head bearings at the front provide extra stability and improved road contact. A weight-optimized, thicker tubular stabilizer 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 SL63 AMG
The 3-stage ESP® is also consistently tailored to the superb dynamic qualities of the E63 AMG: familiar from the SL63 AMG and C63 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 compound brakes as an option
As you would expect from an AMG high-performance car, the new E63 AMG also comes with an ultra-powerful braking system. Internally ventilated and perforated brake discs with their generous 14.2-inch dimensions are fitted front and rear. The highly stressed front discs featuring compound technology (two-piece steel/aluminum construction) that has been tried and tested in motorsports help offset temperature peaks more effectively. Silver-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.
Numerous functions of the AMG high-performance braking system enhance comfort and safety. Take the practical HOLD function: if the E63 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 E63 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 sedan 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 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 E63 AMG. The sedan 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 tires at the front and 285/35 R 18 at the rear. As an option, the AMG Performance Package includes forged 19-inch AMG twin 5-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 tires.
Design and equipment
Effortless superiority with decidedly sporty character
The 2010 Mercedes-Benz E63 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 E63 AMG and you instantly get a sense of these three attributes. The distinctive fenders immediately catch the eye in the front section of the high-performance sedan. They are 0.67 inches wider on each side to accommodate the new front axle with its larger track width and the 255/40 front tires.
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.
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 fenders; this lettering is testimony to the powerful eight-cylinder powerpack under the hood. 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 emphasizes the sedan’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 E63 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 center panels are trimmed in exquisite leather, the seat center panels with perforated leather.
The AMG sports steering wheel in a four-spoke design with a 385-millimeter rim is trimmed with perforated leather in the specially molded grip areas. Gear selection can be performed manually by means of the AMG aluminum 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 200 mph speedometer scale and silver-colored 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 SL63 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.
Even more individuality with tailor-made AMG extras
The E63 AMG can be dynamically enhanced even further ex factory, with the optional AMG Performance Package. This includes the following:
- Lightweight, forged 19-inch AMG light-alloy wheels with size 255/35 R 19 tires at the front and 285/30 R 19 at the rear
- Adaptive AMG Performance suspension with a stiffer set-up
- AMG rear axle locking differential with 40 percent locking action
- AMG Performance steering wheel (365 mm) in a three-spoke design
- Top speed raised to 186 mph
“Intelligent” partner thanks to unique combination of assistance and protection systems
For more than 50 years, the E-Class Sedans and their predecessors have been the acknowledged trendsetters in the field of automotive safety. The new top-of-the-line E63 AMG model continues this tradition with an unrivalled combination of the very latest assistance and protection systems whose concept and development are based on what actually happens during accidents.
The systems turn the E-Class into an “intelligent” partner that is able to see, feel, respond reflexively in dangerous situations and act autonomously to prevent accidents or mitigate their effects. With this concept the new E63 AMG not only protects its own occupants, but also contributes greatly to the safety of other road users.
The new E-Class is the first car in the world to be equipped with headlamps which adapt to the traffic situation and respond automatically to provide the best possible road illumination in a given situation and avoid dazzling other road users. The optional Adaptive Highbeam Assist uses a camera on the windscreen to recognize oncoming traffic and vehicles in front and to control the headlamps so their beams do not reach the other vehicle. The range of the dipped headlamp beams can be extended from the current 200 to as much as 984 feet. If the road ahead is clear, the system performs a gentle transition to high beam. Mercedes-Benz offers this new system in the Driver Assistance Package, which also includes Blind Spot Assist familiar from the S-Class, and as a new development, Lane Keeping Assist which seeks to prevent the vehicle from leaving the road unintentionally. When the system recognizes that the car is drifting from its lane, the driver is prompted to take countersteering action by three brief but unmistakable vibrations of the steering wheel.
Night View Assist Plus is now also available as an optional extra for the E63 AMG. Mercedes-Benz has improved this system with a special pedestrian detection function: as soon as Night View Assist Plus recognizes pedestrians ahead of the car, they are highlighted in the onboard display to provide a greatly enhanced warning effect.
Detection of drowsiness based on 70 parameters as standard
Thanks to an innovative technology, the new E63 AMG is very sensitive to its driver’s attention level, and warns him or her of drowsiness in good time. This new ATTENTION ASSIST drowsiness detection system, which is standard equipment, is equipped with highly sensitive sensors that continuously monitor more than 70 different parameters. Observing the driver’s steering behavior has proved to be a particularly strong indicator: several years of practical research by
Mercedes engineers have shown that drowsy drivers make minor steering errors which they often correct very rapidly in characteristic ways. These corrections are recognized by a highly sensitive steering angle sensor.
Automatic emergency braking when a collision is imminent
The well-proven, radar-based assistance systems from the S-Class are now also optionally available to E-Class customers. An enhanced long-range radar sensor now has a range of 656 feet (previously 492 feet), and is able to monitor the mid-distance so that dynamic events such as a vehicle ahead suddenly pulling out to overtake can be detected even more effectively. The two wide-angle short-range radar sensors, which have a range of around 98 feet, continue to be included in the system.
The radar-supported systems are able to assist the driver with emergency braking. Their sensors are linked to the BAS PLUS system, which automatically calculates the braking pressure to prevent a collision in critical situations. The driver is given an audible and visual warning at the same time. When the brake pedal is pressed, the system immediately provides the calculated level of braking assistance.
If the driver fails to respond to the warnings, the radar system first initiates partial braking action. As a second stage, if there is still no driver response and a collision is unavoidable, emergency braking is initiated. This can reduce the severity of an impact considerably as the system can be regarded as a kind of “electronic crumple zone”.
Nine airbags and PRE-SAFE® as standard
During the course of its development, the new E-Class was subjected to more than 150 high-speed crash tests. The crumple zone principle invented by Mercedes safety pioneer Béla Barényi has been continuously honed by the engineers in Sindelfingen. The front-end deformation zone of the E-Class acts on four independent levels, and is even more effective than before. The increased use of extra-high-strength steel alloys also helps to ensure that the bodyshell is able to
withstand high impact forces. Around 72 percent of all the body panels are made from these high-tech steels – yet another unrivalled figure in passenger car development.
With nine airbags as standard, belt tensioners, belt force limiters, crash-responsive head restraints and ISOFIX child seat attachments, the E63 AMG has even more extensive safety features than the preceding model. Another standard feature is the unrivalled anticipatory occupant protection system PRE-SAFE®. In potentially hazardous situations this reflexively activates precautionary protective measures for the vehicle occupants, so that the seat belts and airbags are able to fulfill their protective function to the full during an impact.
Development and testing
Meeting the toughest of requirements – extreme “accelerated” testing
High speed in South Africa, high-temperature test in Arizona, cold shock in the Arctic Circle, chassis and suspension testing on the Nürburgring Nordschleife (North Loop) – the development phases for the new Mercedes-Benz E63 AMG were as diversified as they were unforgiving. Over a period of 19 months and a distance of 780,000 test miles, the new-generation dynamic sports sedan offering everyday practicality was made ready for series production – and ambitious targets were achieved in terms of efficiency.
Before the first disguised test vehicles rolled through the factory gates at Affalterbach, the concept phase had to be completed. The purpose of the packaging tests which commenced in November 2005 was to test the entire car for functioning and feasibility. Whether it was the suspension tuning, radiator and cooler efficiency, the airflow through the engine compartment or the durability of all the components – everything had to be analyzed in advance by the AMG experts using a computer-based digital prototype (DPT). At the same time, the first engines and transmissions had to prove their performance capability and durability on various test rigs. Permanent stress in “accelerated” tests: full throttle from a standstill at a simulated 86 degrees F below zero, racetrack profiles with a high proportion of driving under full load and stop-and-go traffic in the city at 113 degrees F in the shade. Only once the precisely predefined development stages had been negotiated was the coveted go-ahead given.
At the same time, inconspicuous E63 AMG models from the current W 211 series were on the road as component carriers or “mules”. Equipped with numerous components from the successor model – such as the 6.2-liter V8 engine, SPEEDSHIFT MCT 7-speed sports transmission and RIDE CONTROL sports suspension – they help ensure effective testing of the new technologies before the new models (in-house code W 212) are even available. State-of-the-art measuring techniques provide the AMG engineers with invaluable data, with the focus on the temperatures of the coolant, transmission fluid and brake discs as well as the lap times on the handling course at the test track in Idiada, Spain and at the Nürburgring Nordschleife (North Loop), for example.
Concept approval in autumn 2007 signals the start for the “real” prototypes
In this preliminary stage, the specialist departments define every aspect of the new E63 AMG: bit by bit, they narrow down the choice of axle kinematics, radiator and cooler dimensions, springing and damping rates, and tire compounds for further testing – not forgetting the crucial interaction between the different control units for the engine, transmission and dynamic handling control systems as well as their respective software versions. Following this concept approval, granted in autumn 2007, the first “real” AMG prototypes of the E63 AMG were built – signaling the start of the extensive, standardized AMG development and testing program.
This is when things get really serious for the 20 disguised test vehicles: tests in all of the world’s climatic regions, from 279 feet below sea level in Death Valley in the US right up to Pikes Peak at an altitude of over 14,000 feet. And from a bone-chilling minus 104 degrees in Swedish Lapland to plus 104 degrees in Arizona, USA. “We deliberately go to the extremes. It greatly helps us to save time and deal with the various aspects efficiently,” says Tobias Moers, Head of Overall Vehicle Development at Mercedes-AMG.
AMG-specific test routes for loads that take it to the limit and beyond
It is simply not enough to consider the individual criteria such as heat, altitude and driving dynamics in isolation. It’s rather a question of finding test routes that offer an opportunity to depict a combination of these three parameters. “We therefore take it to the limit and beyond, subjecting the car to far more load than any AMG customer ever will. And the new E63 AMG has to overcome these tortures without a murmur of discontent,” reports Oliver Wiech, Head of Overall E-Class Development.
High-speed test runs on a country road in South Africa, stretching for several miles and as straight as a die, are just as much part of the test procedure as driving at full throttle for many hours on the circular course in Nardo, southern Italy or at the proving ground in Arizona, USA. The E63 AMG prototypes have to prove that the oil and water temperatures can stay in the green and that all of the seals and hose clamps are capable of withstanding the immense loads and stresses. The toughest test of all is saved for last: here the sedan has to race across the proving ground at top speed in temperatures of some 113 degrees plus before going straight into a garage where there is no draught and no wind – the engine’s only relief being provided by the fan motor. Highly-sensitive electronic measuring systems with up to 500 measuring points per vehicle reveal even the most minor problems, which the AMG experts are able to pinpoint and put right immediately.
The high-temperature tests in Death Valley, USA are similarly extreme – albeit far less spectacular at first glance. Here, too, the summer temperatures approach the magical 122-degree mark, but slow cruising rather than hurtling at top speed is the order of the day here. Oliver Wiech: “We drive at an average of 22mph with maximum payload, climbing a steady ascent to the Daylight Pass – in the blazing sunshine and with a tarmac temperature of 176 degrees. The route is only 12 miles long, but there is no shade. Because the car is traveling so slowly, hardly any air flows through the radiator and engine compartment.” No question about it: if a new high-tech performance car such as the E63 AMG passes this test, it can also survive the daily stress of stop-and-go traffic in Shanghai or Dubai.
Vast know-how and wealth of precision engineering ensure low fuel consumption figures
But it is not all about extreme loads. Achieving the ambitious fuel-consumption targets also requires the developers’ full concentration – as explained by Friedrich Eichler, who is in overall charge of engine and powertrain development: “To achieve an NEDC consumption figure of 12.6 liters per 100 kilometres, we put in a great deal of work in two areas: alternator management and transmission control.” The system for recuperating braking energy when the vehicle is decelerating – being used at AMG for the first time – had to be tested and verified using every conceivable speed and drive profile. As did the new C (Controlled Efficiency) mode for the AMG SPEEDSHIFT MCT 7-speed sports transmission: “The deliberately early upshifts and low engine speeds play a key role in reducing fuel consumption,” adds Eichler. Here it was a question of perfectly harmonizing the AMG seven-speed sports transmission – equipped with a wet start-up clutch and four modes (C, S, S+ and M) – with the powerplant’s response and vibration characteristics. A key part of this set-up involves ensuring that the dynamic power delivery of the AMG V8 engine developing 518 hp and a torque of 465 lb.-ft is provided at lightning speed when requested by the driver – a challenge which can only be overcome with vast know-how and a wealth of precision engineering, not to mention many simultaneous tests on public roads, test tracks and test rigs.
The brake tests on the Grossglockner Alpine pass road in Austria are a true test of endurance for the AMG high-performance braking system with internally ventilated discs all round and composite technology tested on the racetrack on the front axle. In contrast to the tests on the high-speed circuits, where the sedan is braked to a standstill from 155 mph on countless occasions to test absolute performance, the focus here falls on a different aspect: fading.
Loaded up to their permissible GVW, the E63 AMG prototypes are sent from an altitude of just below 8,530 feet through numerous hairpin bends down into the valley lying at 3,776 feet. Meanwhile, the MCT sports transmission is simply idling, providing no engine braking whatsoever. As if this weren’t enough, the test drivers also apply the brakes lightly between the switchbacks to generate additional heat – all of which places relentless thermal load on the brake discs, calipers, pads and fluid. What’s more, the low speed prevents effective cooling of all the components.
All the brake tests are carried out with the AMG high-performance braking system as well as with the new ceramic braking system.
Nordschleife proves the ultimate test for man and machine
The series of tests on the notorious Nürburgring Nordschleife (North Loop) – considered to be the world’s toughest racing circuit – is equally extreme. Measuring 13 miles in length, the “big dipper” with its 73 bends stretches the E63 AMG and its test drivers to the very limit. Every mile covered on the Nordschleife is equivalent to around four miles on a normal road – the ultimate “accelerated” test for every new AMG model. This is where all the people who matter can be found: the suspension and tire specialists, the handling dynamics experts, the transmission gurus and the team responsible for overall vehicle development. “If our 3-stage ESP® works here, it will work on any road in the world,” laughs Tobias Moers, who gives his personal approval for every new AMG high-performance vehicle on the Nordschleife. Without exception.
Mercedes-AMG also runs its own test center in the Eifel region to carry out its extensive development work: workshops, offices and test facilities devoted to customized development work occupy some 3,000 square feet, all within earshot of the Nürburgring.
The tests in the wind tunnel are just as important as the test drives: here it is not just a question of simulating all routes and climatic conditions. The rapid change from hot to cold is of great assistance to the development engineers in their quest to take the vehicle and its components to the limit. Whether it be temperature, humidity, the angle of solar radiation or the airflow velocity – a state-of-the-art wind tunnel is an indispensable tool for every AMG vehicle.
Permanent exchange of information with AMG headquarters in Affalterbach
Testing, analyzing, optimizing – it all comes together at AMG headquarters, located at number 1 Daimlerstrasse in the Swabian town of Affalterbach. It is in this small town with a population of around 4,600, situated to the north of Stuttgart in an idyllic location between fruit plantations and vineyards, that the development engineers meet up to discuss the topics raised and e-mailed in by colleagues around the globe. In this way, new parts and components can be sent from Affalterbach to Arjeplog by overnight express. And new software updates can be sent to Denver, USA via the internet.
“The precisely defined development processes at Mercedes-AMG ensure the hundred-percent quality standard. We owe our discerning customers this much. This is the only way the new E63 AMG can achieve that which everyone has ultimately been working towards: overall vehicle approval,” says Volker Mornhinweg, Chief Executive Officer of Mercedes-AMG GmbH.
The major test stages at a glance:
Development testing of the engine, transmission and powertrain
- Altitude tests in Denver, Colorado (USA), Lesotho (South Africa), Mont Ventoux (France) and Granada (Spain)
- High-temperature tests at Death Valley, California (USA), Upington (South Africa), Idiada proving ground (Spain) and Phoenix, Arizona (USA)
- Driving trials in Los Angeles, California (USA)
- Cold-temperature tests in Arctic Falls (Sweden)
- Climate-tunnel tests in Stuttgart
Development testing of the cooling and fuel systems
- Various driving trials on the high-speed tracks in Nardo (Italy) and Papenburg
- Trials in Upington (South Africa) and Death Valley, California (USA)
- Wind-tunnel tests in Stuttgart
Development testing of the braking and control systems
- Brake testing on the high-speed track in Nardo (Italy) and the Grossglockner Alpine pass (Austria)
- Testing of dynamic handling control systems at the Idiada proving ground (Spain), in Arjeplog (Sweden) and at the Boxberg proving ground
In addition to these tests, individual components such as the engine, powertrain, transmission, axles and brakes, as well as the complete body structure, are tested to their limits on test rigs.
“Accelerated” endurance testing under the toughest of conditions
The extensive program of vehicle development is supplemented by an endurance test which simulates an entire vehicle lifetime under the toughest of conditions in just a short time. The aim is to ensure the necessary degree of maturity before vehicle production can commence at the Mercedes-Benz plant in Sindelfingen.
The endurance testing at a glance:
Long-term testing on a variety of different roads:
- All the components and systems are tested together in everyday operation. Loaded up to their permitted gross vehicle weight, the test cars are put through a precisely defined test program on country roads, on motorways and in city traffic.
“Heide” endurance testing:
- In this case, the developers focus on the durability of the chassis and suspension components, the entire bodyshell and the integral subframe on which the front axle, steering and engine are mounted. The test cars are loaded up to their permitted gross vehicle weight.
“Accelerated” endurance testing:
- Testing of the entire vehicle, focusing on the powertrain, chassis and suspension. Special features of the AMG program include 10,000 kilometres on the Nürburgring Nordschleife (North Loop) and 6,200 miles in city traffic.
Full-load endurance testing:
- Extreme acceleration and braking maneuvers with a high proportion of full-load operation, making extreme demands on the cooling, fuel-delivery and braking systems.
Corrosion endurance testing:
- Corrosion testing of the entire vehicle simulates the toughest dynamic and climatic environmental influences.
Final board approval:
- All-inclusive verification of the degree of development and production maturity.
These tests are supplemented by extensive crash simulations and real crash tests to provide the necessary evidence for country-specific certifications without which no registration would be possible.
A tradition of top performance
AMG and the Mercedes-Benz E-Class – an intense relationship that now goes back more than four decades. What culminates in the new E63 AMG in 2009, had its origins in the Mercedes-Benz 300 SE in 1965. AMG founders Hans Werner Aufrecht and Erhard Melcher made the sedan faster, as it notched up victory after victory on the racetrack.
After Mercedes-Benz had officially withdrawn from motor racing in 1955, series-production-like touring cars were the only vehicles in use in the early sixties – for instance the 300 SE from the W 112 series. However, those in charge regarded the approval process, which had been put in place in 1965, as too time-consuming and costly. As such, Mercedes-Benz threatened to disappear entirely from the racing scene. Hans Werner Aufrecht and Erhard Melcher, both working at Mercedes-Benz in Untertürkheim, were unwilling to let that happen and, together with Manfred Schiek, a member of staff from the motor sports department, put together a race-ready 300 SE.
Aufrecht and Melcher fine-tuned the charmingly dubbed “Tail Fin” sedan with a 235-hp six-cylinder in-line engine for the racetrack. Success would follow when in 1965 Manfred Schiek immediately walked away with the German Touring Car Championship. Since the Mercedes motor sports department could not offer any extra power, many private drivers were looking for more hp – which only Aufrecht and Melcher could deliver. In 1967, the two set up their own business by founding AMG. The company was based in the Old Mill in Burgstall, north of Stuttgart.
Victories on the racetrack are undoubtedly the best form of advertising and so more and more Mercedes drivers turned to AMG for powerful engines for their road-going vehicles. For the fledgling company, this heralded in an era of refining all Mercedes-Benz models – regardless of whether it was the SL, SLC or S-Class. Initially it was just a question of pure additional power, although modifications to the transmission, suspension and the brakes would soon take center stage.
With the successor model, the W 114 or the mid-range sedan also known
as the /8, AMG moved up a gear from 1968 onwards, offering various output ratings. The 128-hp six-cylinder in-line engine on the Mercedes-Benz 250 was “souped up” to 153 hp. Another 10 hp came from increasing the displacement to 2.8 liters and commissioning additional work on the cylinder head and the exhaust system. The maximum configuration was a 1977-hp engine with an injection system.
Everyone’s talking about AMG: victory at the 24-hour race in 1971
In 1971, the 300 SEL 6.8 AMG notched up a historic class victory and second overall ranking in the 24 Hours of Spa-Francorchamps – AMG became famous overnight. In the same year, the new top-of-the-line model in the Mercedes W 114 series, the 280 CE, made its debut. The 182-hp six-cylinder in-line engine with two overhead camshafts took AMG up to 207 hp. The sedan’s suspension was modified to cope with the increased power: firmer shock absorbers, lowered suspension, negative camber on both axles, wider wheels – plus a differential lock also available as an option. Decor strips with AMG lettering, front spoiler, light-alloy wheels, sports seats and a leather-trimmed sports steering wheel also joined the line-up. The combination of “small car with powerful engine” went down extremely well with AMG customers – and AMG continued to grow. In 1976, AMG already had 40 staff and moved into new premises in Affalterbach.
280 CE 5.0 AMG: the first eight-cylinder unit in its class
A year later the new mid-range model series, the W 123, was launched. AMG’s power range was even more compelling, with the six-cylinder engine in the 280 CE now developing a maximum 227 hp. The crowning glory came in 1983 when AMG fitted the five-liter eight-cylinder engine in the 500 SE to the 280 CE. But there was more to come. Thanks to a wealth of innovative features, the V8 was uprated from 231 hp to 275 hp. The result was a discrete mid-range coupé with sports-car-like performance. At the same time, the 280 CE 5.0 AMG was virtually unrivalled since nobody had hitherto dared to combine a high-displacement eight-cylinder engine with a relatively compact body. The courageous vision of AMG founder Hans Werner Aufrecht and the motto
“A vehicle like a tailor-made suit” still hold true today – looking back, the 280 CE 5.0 AMG is regarded as the founding father of all powerful eight-cylinder sedans, right through to the current E63 AMG with its 518-hp V8 engine.
300 E 5.6 AMG: first sedan to break the 186 mph barrier
When the all-new Mercedes-Benz E-Class was launched in December 1984, the power range was barely different from that of its predecessor. The most powerful engine, the three-liter six-cylinder unit in the 300 E, developed 185 hp. Yet AMG had the answer for power-hungry Mercedes drivers: increasing the displacement to 3.2 liters and other measures uprated the output to 242 hp – the top speed of the 300 E 3.2 AMG was still 163 mph. But AMG wanted more: 186 mph. The 300 E 5.6 AMG was designed to exceed this magical speed limit. In 1987, the four-door sedan took part in a head-to-head test organized by German motoring magazine “auto motor sport“. The result: 188 mph, a record for a sedan car. Reverent AMG fans in the US dubbed the mighty four-door sedan with its all-powerful eight-cylinder engine “The Hammer”.
The all-new AMG eight-cylinder engine with its copious 355 hp of power and 5.6 liters of displacement delivered sports-car-like performance. The V8 also came with an independently developed four-valve technology – another piece of pioneering work from the Affalterbach engine workshops. Incidentally, the 300 E 5.6 AMG reached its top speed with a four-speed automatic transmission – in the most serene, unperturbed, uneventful manner possible. That was quite unprecedented: for the first time, a fully-fledged sedan with enough room for four people, a large trunk, hallmark Mercedes comfort and unerring straight-line stability was capable of the sorts of speeds which had previously been the preserve of capricious sports cars – whose owners often had to contend with questionable endurance, strenuous handling characteristics and inadequate comfort.
The car ultimately evolved into the 300 E 6.0 AMG brought out in 1987, boasting a whole six liters of engine capacity, an output of 380 hp and 417 lb-ft. of peak torque. It can therefore be said that AMG created with its V8 models the forerunner of the Mercedes-Benz E500 series-production sedan, which would not arrive on the market until 1990.
E50 AMG: keeping true to the eight-cylinder philosophy
AMG unveiled the E50 AMG as the worthy successor to the W 124 models in 1996. The sedan in the new W 210 series offered the ever growing fan base five liters of displacement, 342 hp and 354 lb-ft of torque. A five-speed automatic transmission directed the drive power to the rear wheels, with an AMG sports suspension including 18-inch AMG light-alloy wheels and a powerfully proportioned AMG high-performance braking system also making up part of the standard specification.
The world premiere of the new E55 AMG was celebrated in autumn 1997 at the IAA International Motor Show in Frankfurt/Main. In addition to a few visual modifications, the successor to the E50 AMG differed with its newly developed 5.5-liter eight-cylinder engine with three-valve cylinder heads and dual ignition. With a displacement of 5,430 cc, the engine developed 349 hp at 5,500 rpm and 376 lb-ft of torque at 4,800 rpm. The V8 top-of-the-line model, which was initially only offered as a sedan, was also available from 1988 as a versatile wagon; 1999 saw the launch of the E55 AMG 4MATIC with permanent all-wheel drive.
E55 AMG featuring supercharged V8 engine and 469 hp
The most powerful E-Class of all time – this accolade went to the E55 AMG based on the new Mercedes W 211 series from 2002. The V8 powerpack, which AMG fans were already familiar with from the SL55 AMG, produced 469 hp and maximum torque of 516 lb-ft thanks to supercharging. Performance on a par with a sports car became possible: the E55 AMG took 4.6 seconds from 0 to 60 mph. The top speed was 155 mph (electronically limited). The dynamic driving experience came courtesy of the air-sprung, semi-active AMG sports suspension AIRMATIC DC and the AMG high-performance braking system with all-round internally ventilated and perforated brake discs. In 2003, the Mercedes-Benz E55 AMG was also launched as a highly practical station wagon.
E63 AMG: everyday express with new high-revving, naturally aspirated engine
Fast business sedan, spacious sports wagon and dynamic family car – from 2006 the new E63 AMG proved a more compelling proposition than virtually any other model with its universal qualities. The all-new AMG 6.2-liter V8 engine that had been developed entirely by AMG was complemented by a large dose of sportiness. The combination of high-revving concept and large displacement generated 507 hp of power and 465 lb.-ft. of torque. The E63 AMG Sedan accelerated from 0 to 60 mph in 4.3 seconds; the top speed was electronically limited to 155 mph. The AMG SPEEDSHIFT transmission with three drive modes and AMG steering wheel shift paddles offered just as much individuality as the AMG sports suspension based on the semi-active air suspension system AIRMATIC DC. Outstanding handling safety was guaranteed by the new AMG high-performance braking system with its composite technology.