Bosch European Motors
Maybe "The Cannon?" AMG is really on its game. 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. 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. 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). 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. 85K when it goes on sale stateside in late fall (right around the price of the outgoing model). 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.
This is because of so-called rotational inertia, which can be thought of as the reluctance of things to turn. Reducing the car鈥檚 weight is like swapping the wooden ladder for an aluminium one. I could go on 鈥?and shall. Imagine you hang a large pot of paint at each end of your aluminium ladder. It becomes harder to turn again. But now hang the same two pots of paint in the middle, where your hand is holding the ladder. Now it鈥檚 easier to turn. Having achieved the low weight, we can now, to bastardise the famous Colin Chapman quote, add smallness. The Alpine is almost 15陆in shorter than the Ferrari and, more tellingly (since the width of the road is the issue, not the length), 6in narrower. It鈥檚 a sad fact that most current supercars are too wide to be enjoyed in the environment where they should be at their best, which is a winding back road. Too many times the reverie of Ferrari ownership has been spoilt by having to wince my way between a medieval stone wall and an oncoming lorry.