Despitelosingoutincubic
capacity,theE63S’s4.0-
litretwin-turboV8packsa
slightly bigger punch – for
now.Theturbosareina‘hot
vee’ arrangement and force
1.5 bar of boost into the bent
eight. It’s tech-heavy, too,
with active engine mounts,
cylinder deactivation
(makingitaV4)toaidfuel
consumptionaswellasan
aluminium crank caseabsolutely mind-boggling, the underlying rear bias
remains a factor all the way into triple-digit territory,
while traction and grip is epic. When all the M5’s might
is sent rewards, the tyre-frying show returns.
Satisfying the urge to play appears to be the number-
one priority. However, in order to burn rubber in these
two wild things, we must first select the correct settings.
The more hardcore your ambition, the deeper you
must dive into the menu underworld. To satisfy the
child inside, pulling out all stops in either steed is eye
opening. After all, children like toys. Even if these toys
happen to need a fresh set of rear hoops after only six
hot laps of Estoril.
This anything-goes philosophy is the driving force
behind new features like Drift mode introduced into the
E63 S. Despite the fact that every previous AMG sedan
back to the E55 could go sideways without electronic
intervention, the latest creation uses every new trick
in the book to power oversteer. Like in the M5, a
carefully composed choreography takes you through
the sideways action in different stages (Sport, Sport Plus
and Race). In Race mode, with the ESP switched off and
the transmission in manual, all the power and torque is
diverted to the rear wheels only – which in turn makes
them yell for help and send smoke signals into the
Portuguese sky. Up to 120km/h, it’s on the driver – and
only the driver – to tame the 450kW beast. Beyond that
marker the front axle rejoins the party. In contrast to the
mega Merc, 2WD is not speed governed in the M5.
BMW claims that the new eight-speed automatic
matches the shift times of the previously used seven-
speed DCT. This may be so, but my mind misses the
whiplash upshifts in the fastest of the three gear-
changing velocities. While the AMG employs a wet take-
off clutch to shoot out of the starting blocks, the solution
applied by the M wizards locks the converter clutch
immediately after launching for maximum momentum
and minimal slip. No surprise then that both four-door
rockets accelerate to 100km/h in just 3.4sec. In the
0-200km/h dash, the M5 edges the E63 S, claiming just
11.1sec as opposed to 11.5 for the Merc. How come?
Because the longer-legged nine-speed transmission
fitted to the AMG makes one more upshift.
Given the stonk underfoot, it’s a good thing both
combatants are fitted with carbon-ceramic brakes
- despite them being dispensable for on-road use.
Especially in colder months, they rarely operate in the
desired temperature window. And the performance in
the rain tends to be ambivalent with not enough initial
bite being typically followed by sudden deceleration.
They are often quite noisy, too. However, on the circuit,
the composite stoppers are a significant confidence-
inspiring asset.
It’s not only the absolute stopping power that makes
a big difference, but the constant pedal pressure and
travel as well as the complete absence of fade. As
far as the brake balance is concerned, the blue car
performs on the same high level as the grey car. In the
final analysis, it’s primarily the tyres which limit the
deceleration potential, not the rotors or the calipers.
The latest E63 S is a fine piece of kit, but in certain
areas it’s not quite as well-honed as the new M5. One
important point in favour of the BMW is the steering.
The variable-ratio rack operates with commendable
precision, balance and agility. Steering angle and effort
work in harmony, even when you start changing the
settings from Comfort, Sport and Sport Plus. The AMG’s
steering feels meaty and switched on, but the self-
centring motion is somewhat exaggerated and it takes
a more conscious turn at the wheel to dial in lock.
42 january 2018 motormag.com.au