2022 Mercedes-AMG SL-Class First Drive: Bigger, Better, Luxuriouser


The AMG gang in Affalterbach desperately wants you to know a few things about the 2022 Mercedes-AMG SL-Class. One, they designed it. From scratch and with little help from the Benz mothership. Two, it barely shares a screw or rivet with the AMG GT Roadster they also designed. Three, despite the new SL having grown a pair of vestigial back seats and adding a few inches in length, it promises to be the sportiest SL roadster since the racing-derived 300SL from 1957. And four, thanks to miracles of modern science, this new R232 SL also promises to deliver comfort on par with—if not exceeding—that of its Mercedes-developed R231 predecessor.

Three months of engineering roundtable Zoom calls and even a low-speed ridealong event have sufficiently satisfied us on the first two points; it's the last two that we've been itching to verify. At long last we had the opportunity to flog both the SL55 and SL63 variants on a variety of highways and twisting roads. So, has AMG managed to channel the speed-record-setting, Mille Miglia-winning verve of the original W196 while making the car even more cosseting and comfy than the outgoing roadsters?

Mercedes-AMG SL Performance In A Straight Line

The 2022 Mercedes-AMG SL63 will undoubtedly go down in our record books as the quickest SL we've tested. Mercedes claims this 577-hp, 590-lb-ft beast will dash from 0 to 60 mph in just 3.5 seconds, thanks in large part to newly standard all-wheel-drive traction that guarantees none of those ponies or pound-feet gets squandered generating tire smoke or brake heat from traction-control intervention. Converting those estimates to account for MotorTrend launch-control test conditions and a 1-foot rollout will probably boil that number down to something much closer to 3.0 seconds flat. (The last two SL models we tested each beat Mercedes' conservative estimates by exactly half a second.) The SL55, running the exact same engine but with smaller turbos and slightly less aggressive tuning produces "just" 469 horsepower and 517 lb-ft. The AMG team reckons it'll give up three-tenths to the SL63.

2022 Mercedes AMG SL Class 192022 Mercedes AMG SL Class 19

For some perspective, that performance should rank the SL models somewhere about even with the Porsche 911 Carrera 4S and GTS cabriolets, which is to say, ahead of the BMW M850i xDrive cab (3.9 seconds to 60 mph) and way out in front Lexus LC500 (4.7 seconds) in the bucks-up 2+2 cabrio set.

Trust us, if you never drive an SL63, that SL55 will seem like it has more than enough power. However, we might counsel those prepared to settle for the SL55 to consider opting for its AMG Dynamic Plus package, which brings with it a Race mode. We don't typically prefer Race modes because they usually disable all the stability controls, increasing amateurs' risk considerably. This one does not.

What it mostly does, in addition to heightening all the car's responses, is switch to a perfectly linear throttle response map. There's more gain earlier in the pedal travel in the Sport and Sport+ modes, which may make the car seem more eager and powerful, but at some cost to the predictability serious drivers prefer. The computer programming in Sport+ and Race modes devotes a bit of extra fuel to generating delightful pops and snorts on overrun. That feature is fun, but this mode also tends to deliver some harsher downshifts when slowing, which can feel like grabbing brakes (this never happened in Comfort mode).

We only got the SL63 up to triple-digit speeds briefly, but with the optional AMG Aerodynamics package, an air dam in front of the engine lowers 1.6 inches at speeds above 50 mph to help induce a venturi effect that helps suck the car down to the ground and reduce front-axle lift.


2022 Mercedes AMG SL Class 52022 Mercedes AMG SL Class 5

SL-Class Handling Behavior

These are heavy cars, pushing two-and-a-quarter tons. But AMG Active Ride Control, which connects opposite corners of the car hydraulically to limit body roll (as on various McLaren cars and now Rivian trucks), truly makes them feel as agile as cars weighing a half-ton less. This is another feature that's standard on the SL63, and available to help make your SL55 cost almost as much as a 63.

Clicking the steering-wheel-mounted drive mode selector clockwise relaxes the stability nannies somewhat, making the cars progressively more neutral in their handling demeanor, but there's no "drift mode," no option to bar torque from reaching the front axle. (That's right—unlike the AMG GT family, the SLs are all-wheel drive.) And hence, even an aggressive drive up Mount Palomar on a cool morning with slightly dewy road surface, we never once sensed Race mode allowing the tail to run wide. More than a little credit here is due the Michelin Pilot Sport 4S tires—265/40 front, 295/35 rear on the standard 20-inch rims, or 275/35 front and 305/30 on the optional 21s we mostly ran.

The carbon-composite brakes deserve honorable mention for being equally adept at shedding heroic speeds upon approach to a tightening-radius corner—corner after corner—as they are at executing a limousine stop in town. Both models share this standard six-piston front, single-piston rear brake system.

Steering feel changes as you switch modes, and we generally found the comfort mode to be a bit too light. The other modes don't heighten the driver's feel for the road, per se, but the firmer helm feels better. We were blissfully unaware of the four-wheel steering (standard on both models) doing its thing, except when executing exceptionally tight U-turns.

2022 Mercedes AMG SL Class 82022 Mercedes AMG SL Class 8

The California roads between Newport Beach and Palm Springs are relatively smooth, but we aimed for the bumpiest patches we could find and were impressed by the suspension compliance afforded in Comfort mode. The Sport and Race modes firm things up noticeably enough that we took the time to program the Individual mode with everything set to its raciest option and the suspension set to Comfort. This was our Goldilocks "just right" setting, but we also appreciated that individual characteristics (steering, ride, exhaust noise, etc.) can be easily adjusted on the fly using the round selector and twin toggle switches at the lower left side of the wheel, just opposite the main mode-selector switch. The super-rigid multi-material structure never seemed to twist or jiggle in response to bumps.

What's The Mercedes-AMG SL-Class Like To Live With?

Mostly wonderful. The cabin seems as quiet with the soft top up as the previous model did with its folding hard top raised. The Z-fold fabric roof lowers in 15 seconds at the touch of a button, and a switch allows all four windows to be lowered simultaneously. Happily, the sun visors swivel out, unlike on some convertibles. Raise the windows and pull up the mesh-screen wind blocker that covers the rear "seat" to keep the cabin remarkably calm and quiet even at highway speeds. In cooler weather, switch on the Airscarf neck-warmer to extend the top-down season (the cockpit isn't long enough to need the E-Class convertible's Air Cap windshield header air-management screen).

The center info screen adjusts between 12 and 32 degrees to prevent sun from reflecting directly into the driver's eyes, though the buttons for adjusting this (and for raising and lowering the top) can be hard to see when that glare prompts you to fix the screen. We're also not completely sold on a lot of the capacitive switchgear in use here. The mirror switch, for example, didn't seem to respond as expected. We have yet to experience capacitive switches we love.

As with all new Mercedes products, the all-digital instrument cluster can be set to display any of several different themes and tons of information, the most pertinent of which is redundantly shown on the head-up display (standard on 63, optional on 55). Track Pace screens will help folks monitor and improve their performance on their car country club track, and the additional stowage space behind the front seats and in the trunk should make the new SL much more useful as a daily driver.


2022 Mercedes AMG SL Class 562022 Mercedes AMG SL Class 56

We reckon the new car is comfortable enough to retain the SL faithful and sporty enough to pull some customers out of 911s, the BMW 8 Series, and Lexus LCs. Of those, the BMW's nearly 5 inches of added wheelbase gives it a slightly more usable rear seat (the SL's is only rated for passengers shorter than 5 feet tall). A lighter Porsche will always feel nimbler, and the Lexus design may turn more heads, but this Mercedes-AMG enjoys nearly seven decades of heritage, and this R232 pays legitimate homage to its very best SL progenitors.

When And How Much?

The 2022 Mercedes-AMG SL-Class will go on sale in the second quarter of 2022. Mercedes isn't talking pricing just yet, but it seems a safe bet to assume that since the new 2+2-seat SL is effectively replacing both the four-seat S-Class cabriolet and two-seat R231 Mercedes-Benz SL-Class, pricing should represent an average of these models. Let's figure $132K for the SL55 and $175K for the SL63. That prices the new SL right in the thick of the 2+2-passenger convertible crowd.

Looks good! More details?

2022 Mercedes-AMG SL-Class Specifications  
BASE PRICE $132,000-$175,000 (est)
LAYOUT Front-engine, AWD, 2+2-pass, 2-door convertible
ENGINE 4.0L/469-577-hp/516-590-lb-ft twin-turbo direct-injected DOHC 32-valve V-8



New Mercedes-AMG EQS 53 2022 review

The new Mercedes-AMG EQS 53 is AMG's first attempt at an all-electric car, and it packs a serious punch with 649bhp


The EQS 53 is a strong first effort from AMG when it comes to series production all-electric machines. Performance takes another step on compared with the standard EQS, but it’s actually the car’s ride and handling that are more impressive than the straight-line shove, given its hefty kerbweight. This bodes well for AMG’s electric future, and even more powerful and more focused models beyond the EQS 53.

After unveiling its first all-electric AMG model at the 2021 Munich Motor Show we’re now able to sample Mercedes’ performance future with its EQS 53 4MATIC+, a tuned and honed version from Affalterbach, AMG’s base, that offers more power, optimised aerodynamics and revised styling that’s more in keeping with the EQS AMG’s intent.

Let’s start with power. The car’s twin-motor set-up is supplied by a 108kWh battery as offered in the regular EQS, but the motors feature new windings and control software, so here the output is up to 649bhp and 950Nm of torque - or an incredible 751bhp and 1,020Nm of torque if you opt for the AMG Dynamic Plus package. For now, only the former is available in the UK.

The 0-62mph sprint is dispatched in 3.8 seconds (or 3.4 for the Dynamic Plus model) if you, but its straight-line performance isn’t even the EQS 53’s strongest point. Up to about 125mph, in most conditions performance is actually relatively similar to the regular EQS, in that both cars deliver their thump (the AMG a good chunk more) in a linear fashion, which means there are fewer differentiating characteristics that come from the powertrains.

Instead, it’s the 53’s tuned chassis that is more noticeable. Air suspension and rear-wheel steering both feature as standard, and as good as the regular EQS is, it weighs more than 2.5 tonnes, so the tweaks for this AMG model help keep that significant kerbweight in check.

AMG’s alterations to the set-up mean the EQS 53 feels lighter and more agile, as if the car has lost a few hundred kilos. It corners with more assurance, as you’d expect, and holds its line better; in fact, it feels more like a regular E-Class in how it handles than an all-electric limousine.

Albeit an E-Class with plenty of space, because the 5.2-metre long EQS 53 boasts a 610-litre boot and a big interior with lots of legroom in the back and plenty of bespoke AMG touches, include sports seats and a sports steering wheel, as well as a rotary controller for the driving modes.

You can choose from five settings that tweak the throttle and steering response, amongst other features - even the accompanying soundtrack changes - while the infotainment gives a read-out on performance data. Of course, the huge Hyperscreen panel is still present and works as well as we’ve come to expect from Mercedes.

In the default setting the EQS 53 wafts along in near-silence, offering impressive refinement. It’s comfortable too. Step things up and the soundtrack takes on a new personality, with a futuristic sound designed to reflect the performance on offer. 

It’s not comparable with a six, eight or twelve-cylinder AMG combustion engine when it comes to authenticity, but then this is a quality that the EQS 53 doesn’t struggle with overall anyway. If AMG continues like this, performance fans need not be worried about its future when it comes to electric mobility.

A few points remain unchanged anyway, as the EQS 53 commands a typically high AMG-style price, starting from £154,995. But at least a claimed range of up to 377 miles on a full charge, and 200kW rapid charging capability to match its regular EQS cousin give good flexibility. You’ll be able to top up the battery from 10 to 80 per cent in 31 minutes, while a 7kW home wallbox will take 15 hours and 30 minutes to fully replenish the battery.

Model: Mercedes-AMG EQS 53 4MATIC+
Price:  £154,995
Battery/motor:  108kWh/2x e-motors
Power/torque:  649bhp/950Nm
0-62mph:  3.8 seconds
Top speed:  155mph
Transmission:  Single-speed automatic, four-wheel drive
Range:  377 miles (WLTP)
Charging:  200kW (10-80% in 31 mins)
On sale: Now


2022 Mercedes-AMG E 63 S Review On Autobahn

One of the perks of living in Germany is having the option to head out and maximize your car without worrying about getting a speeding ticket. That’s because of the world-famous Autobahn, which has sections that don’t have a speed limit.

This is especially true if you’re driving a German car that isn’t afraid to stretch its legs. Case in point: the Mercedes-AMG E63 S, which received a major facelift last year. Now carrying a design that’s more in-line with the rest of the current AMG products, the E63 S is more than just a fast-looking vehicle – it’s actually quick and fast as seen on a video uploaded by YouTube’s AutoTopNL.

The video above is actually a review done by the YouTuber. However, part of the channel’s routine is to test cars and their top speeds on the Autobahn, which happened around the 11-minute mark on the video review.

Towards the end of the video, you should catch the AMG E63 S reaching speeds of 186 miles per hour (300 kilometers per hour). What’s impressive was how the Merc was able to reach that speed easily; the presenter was hosting calmly and nonchalantly despite the high velocity. It’s like the car was born to conquer this section of the Autobahn. Although at this point, we’re not sure which one’s more impressive: the host or the car.
We also noticed the discipline among drivers on the high-speed thoroughfare. Despite only having two lanes, the fast lane was well respected by the drivers and slower vehicles tend to automatically move to the right whenever they notice a fast vehicle behind them.
Going back to the Merc, there won’t be a next-generation AMG V8, though the current one might stick around for a while. It’s not a secret that the German marque has ditched the development of V8 engines in favor of electrification and better emissions.


Platinum Motorsport Mercedes-AMG G63

* Modified Mercedes-AMG G63, a creation of Platinum Motorsport from Los Angeles

* There are Barbus widebody kit (fender extensions, new bumper and grille, carbon fiber hood, new rear bumper), Adventure package (includes lift kit), winch, LED roof lights, carbon fiber spare wheel cover ...

* The 4.0-liter twin-turbo V8 engine has been boosted to 700hp

* The Mercedes-AMG G63 from Platinum Motorsport costs from 550,000 to 600,000 US dollars

Mercedes-AMG E 63 S Wagon Unparalleled Exclusivity

Mercedes-Benz does not break down its end-of-year sales by model, but we know that the 2021 Mercedes-AMG E63 Wagon is a rare car; it’s likely more exclusive than most Ferrari and Lamborghini models. “Generically speaking [E63 S Wagon owners] are high income and are very much brand and model-loyal,” a Mercedes spokesperson told CarBuzz. “[They] do not differ so much from a typical AMG customer; rather, the E63 S Wagon buyer is more of a superlative of these characteristics.”

 Seeing an E63 S Wagon on the road is already rare sight, especially in the wagon-phobic US market, but Mercedes gives its customers a chance to be even more unique. Mercedes offers the Designo Manufaktur program, which allows owners to “have a car painted in a historic Mercedes-Benz color, painted to match a color sample.” Think of it like Porsche’s Paint to Sample Program but less saturated on social media.

“Nearly any color is possible through this program, from various shades of purple to bright greens and yellows,” Mercedes told us. More often than not, these colors are a one-of-one, making them highly coveted on the second-hand market. “Only a few dozen E63 S Wagons go through this special process each year,” including the pre-facelift 2020 E63 S Wagon pictured here wearing a Designo Manufaktur Steel Blue exterior paint with an AMG Black Exclusive Nappa leather interior.

Audi offers something similar through its Audi Exclusive program, which allows owners to order virtually any color on their RS6 Avant. But unlike Mercedes, which only sells a handful of custom-painted wagons per year, Audi’s program is completely booked for 2021.

“At AMG, I think it’s fair to say that we not only appreciate strong competition, but we seek it out,” Mercedes commented about the recent wagon rival from Audi. “We compete in race series around the world (F1, IMSA, DTM, etc.), but we also compete in numerous competitive segments in the US market and others. Competition is good for the industry as a whole and helps to bolster the wagon segment, for which we set the benchmark.”


There’s no arguing that the introduction of the RS6 Avant to the North American market hasn’t gone unnoticed by enthusiasts, but the E63 S is heavily facelifted for the 2021 model year to take on the competition.

“The overall goal was to make the E63 better in a number of measurable ways. By bringing over knowledge we gained in the development of other products (i.e., the AMG GT 4-door).”
The most notable difference between the 2020 E63 and the facelifted 2021 model, aside from the styling (pictured above), is the suspension. “We revised some of our bushing stiffness and adjustable suspension logic in an effort to make the car both more comfortable for around-town driving, and more sporty on a back road or a racetrack. The tuning has been affected by changing the bushing stiffness and changing the logic for the air springs and variable dampers.”


We’ll have to evaluate the effectiveness of AMG’s suspension changes in our upcoming E63 Wagon review. Audi typically places a heavy emphasis on comfort, even on the RS models, so it might be tough for AMG to challenge in this area. 


Mercedes-AMG G63 (2021) review: excess all areas

‘The old G-Class was a second or third car for most customers,’ Gunnar Guethenke (unsurprisingly nicknamed ‘Mr G’ as the head of Mercedes-Benz’s off-road division) told us back in 2018. ‘With the new model, we think it is a viable only car.’

That was a very big claim to make. Having tested one abroad and in the UK, though, we’re inclined to agree.

This G-Class represented the biggest shake-up in the model’s 40-odd-year history; the W463 model we all know and quietly admire had been on sale from 1990 until 2018. While there’s been little arguing about the streetside posing and rap-attack creds of the outgoing G, it drove, packaged and wobbled like a car knocking on the door of its 30th birthday party.

Here, we test the all-out AMG G63 variant.

What has changed with the latest G63?

Almost everything. Only three parts are carried over: the headlamp washers, the push-button door handles and the giant spare wheel cover bolted to the rear tailgate.

It’s still based around a sturdy (but new) ladder-frame chassis, built like steel girders to support a nearby suspension bridge more than a rich person’s plaything. Off it are hung steel and aluminium body panels, cleverly designed for maximum stiffness and a little less weight (mass falls by around 170kg, to a still-portly 2.5 tonnes).

Much of that heft is attributed to the serious off-roading hardware; the new Mercedes-Benz G-Class range comes as standard with three fully locking differentials (one at each axle and a central clutch, to maintain traction in all conditions) and a low-speed transfer box. Daimler claims this provision is unique among off-roading brethren.

Climb aboard the new G and you won’t confuse old and new cabins. The old G-Class had a woefully cramped passenger compartment; your elbows felt pinched by the door cards, rear-seat passengers had nowhere to put their feet and the instruments and electrical architecture reflected the Betamax generation from which they hailed.

The new car is bigger, for starters: 53mm longer and 64mm wider, for superior packaging. It shows – even full-sized adults will be comfy in either row, and the rear bench can accommodate two, or even three, grown-ups thanks to thinner front seats and an impressively almost flat floor. The boot is an adequate 454 litres, pinched by the sub-woofer on the left and fuel tank on the right. Access it via the mother of all side-hinged, heavy tailgates which now locks into place at any extension so it won’t blow shut in a high wind.

Most striking of all is the E-class instrumentation that’s transformed the dashboard: giant twin 12.3in digital displays are standard in UK models (elsewhere you can order retro physical dials, should you fancy) and all the latest Merc trickery is present and correct. So you can now enjoy Apple CarPlay to sync your phone, skip around the menus using wheel-mounted thumb trackpads and there’s even a wifi hotspot. On a G-wagen!

Oh, and there’s still a sturdy grab handle in front of the passenger, as a permanent reminder that this car is still all about scaling serious inclines more than the next playlist.

What’s the AMG G63 like to drive?

You quickly sense how thorough this overhaul is. The G might look incredibly similar from outside, all the way down to those faux rain gutters and sturdy exposed hinges that riff on the G aesthetic, but it’s essentially very modern.

This full-monty AMG G63 which brings the mother of all twin-turbo 4.0-litre V8s with a faintly ludicrous 569bhp and 627lb ft all the way from 2500-3500rpm. There’s also a G350d available in the UK, which we’ve ran as a long-termer.

The AMG G63 So it’s neck-snappingly quick, with 0-62mph in a claimed 4.5sec and you can derestrict it up to 149mph if you’re feeling especially brave. Performance is accompanied by the rudest of V8 blare, exaggerated in Sport mode to bounce off walls and draw even more attention than the set-square boxy G-Class already musters.

The old one was fast, too, but felt like it was about to hurl you off the road at the first sign of a corner or bump. The new chassis delivers a quantum leap in ride and handling, soaking up the majority of road scars and – praise be! – delivering something approaching steering response and feel.

Thank the new electric rack and pinion steering, replacing the stick-in-porridge accuracy of the old recirculating ball set-up. Look: the new G-Class might be lighter but it’s still nearly 2.6 tonnes and you’ll never make that much metal truly agile, but the new G-Class has a damn good go at it. There’s still some hefty body roll – something you clearly have to expect from an enormous box that’s lifted several feet off the ground – but, again, it’s a marked improvement from the old one.

The chunky tyres (up to 22 inches in diameter, and down to 18s on Euro-spec models) give up the ghost first, squealing like a pig escaping the abbatoir, but body control and general poise are to be applauded. Driving the G-wagen is a lesson in upright boxiness, those perpendicular windows affording a fine view out – the bubble-wrap front indicators acting as a gun sight as you haul in the hot hatch hooligan up ahead.

Will the new G-wagen off road like a Land Rover?

You bet. The G-Class has always been about genuine mud-plugging, as befits its ongoing military application among governments around the world. And the new one (still codenamed W463; it’s too iconic a badge to change, apparently) does more of the same.

Proper ground clearance (241mm), stubby ends for goat-like departure (30º), approach (31º) and breakover (26º) angles mean the new G-Class can scamper up the most extraordinary terrain.

The locking differentials help here, and you can adjust them on the fly at speeds of up to 30mph. You can feel each individual wheel grabbing at the ground and the low-speed transfer case means you can descend steep hills on tickover, as engine braking does its thing. It’s frankly incredible off-road – right up there with the best from Land Rover or Jeep.

Mercedes-AMG G63: verdict

There’s some truth to Guethenke’s claim that the new G is a jack-of-all-trades. It can be a viable only car – so long as you don’t mind the ostentation, the steep running costs and the image, which is part gangster-swagger, part military, part supercar slayer. It’s an extraordinarily versatile car and one gifted with that oft-forgotten automotive talent: character.

Source: carmagazine.co.uk

2021 Mercedes-AMG E 63 S Wagon Review

With all the doom and gloom regarding the current state of the station wagon in the US, there is some good news. American buyers at least have three fast wagons at their disposal in 2021 (assuming they can afford any of them): the Audi RS6 Avant, the Porsche Panamera Turbo Sport Turismo, and the vehicle you see pictured here – the Mercedes-AMG E63 S Wagon. And each one of these wonderful long-roofs is very good in its own way.

The E63 S in particular blends German luxury and technology with AMG grunt, creating a sizable package that’s impossible to ignore. And with modest updates for the 2021 model year that extend throughout the E-Class range, there are few arguments against the 603-horsepower AMG in the search for your next fast family hauler.

A vehicle’s ratings are relative only to its own segment and not the new-vehicle market as a whole. For more on how Motor1.com rates cars, click here.

You’re probably in one of two camps: Either you love the look of the E63 as a devotee of the niche but ferocious group of wagon fanatics or you hate it, associating the term “station wagon” with something your elderly grandfather might drive. We’re not total wagon zealots like some, but we certainly lean toward the former – particularly when it comes to this exact car. Our $140,000 E63 wears a ridiculously cool Designo matte blue paint job, matte black 20-inch wheels, carbon fiber accents, a blacked-out grille, and carbon-ceramic stoppers with bold copper calipers. It’s a gorgeously styled station wagon.


Those AMG-specific appointments join a lightly revised fascia that spans the entire E-Class range for the 2021 model year. The new front-end consists of updated headlights, a sharper grille (inspired in-part by the GT coupe), and slightly larger vent openings. The new features are minor, but they do help improve the overall look compared to last year.
The interior of the E63 wagon is, expectedly, very familiar and very stunning. It looks and feels like almost every other Mercedes in the current lineup, which is a good thing. High-quality Nappa leather and Alcantara (standard on this model) drape the seats and steering wheel, while sublime yellow accent stitching coats the dash and door panels and a beautiful black Dinamica headliner ($1,600) covers the roof.

Even with low-profile tires and a raucous V8, the E63 S is a sublime cruiser when it needs to be. In Comfort mode, the fast wagon putts along with nary a care. The highly adaptive Mercedes suspension is so well-damped in this setting that it easily shrugs off bumps and imperfections, creating a cloud-like ride.

The steering is relatively light in this mode, too, which makes the large machine pretty easy to maneuver. And above all, the E63 is whisper quiet on the inside. As with most modern Mercedes products, insulation and sound deadening on the E63 are unsurpassed – especially with the optional Acoustic Comfort package. The $1,100 option adds improved heat and noise insulation and infrared-reflecting laminated glass.
Passenger and cargo space is another positive point for the E63 wagon – there’s just so much room. The front cabin affords the driver 37.5 inches of headroom and 41.7 inches of legroom, which is on par with the RS6 Avant’s 38.3 inches and 41.3 inches of front head and legroom. Passengers in the rear of the E63 wagon also get a solid 38.2 inches of headroom thanks to the raised roof, which is again close to the RS6 Avant (39.5 inches). Bottom line: even taller humans will be comfortable in the second row over long distances.
But if you’re buying a wagon over an E63 sedan, cargo space is what you’re most likely after. And the E63 has plenty of it; there are 35.0 cubic feet behind the second row and 64.0 cubes with that second row folded. The RS6 only has 30.0 cubic feet behind the second row, and with the rear seats folded, it offers 59.3 cubic feet.

Technology & Connectivity
We’ve always had very positive things to say about the Mercedes-Benz MBUX infotainment system. It offers great features like “Hey, Mercedes” voice commands and augmented reality navigation, and is generally very easy to use. But Benz updated some of the hardware here – the steering wheel controls in particular – and it’s somehow slightly worse.
Mercedes removed the simple volume dial, haptic feedback buttons, and cruise control selector on the steering wheel and implemented a more convoluted button-less setup that consists of two piano black inserts with fully touch-capacitive controls. As we noted in our first drive of the E53 sedan, the setup simply doesn’t work as well as last year’s version did. The cruise control layout on the left side of the steering wheel is especially confusing and difficult to use; it’s unclear exactly which selection does what. And things like the swipe directional responses aren’t well-received.

That said, MBUX is still one of the most comprehensive infotainment systems out there. The 12.3-inch touchscreen offers clean, crisp graphics, a relatively easy to use layout, and tons of features, plus a 12.3-inch digital instrument cluster with many of those same options. The addition of a drive mode selector dial on the steering wheel and a corresponding roundel on the opposite side for exhaust note, suspension, stability control, and transmission settings is a nice addition for 2021, as well.

Performance & Headling
“Blistering” feels like the most appropriate word to describe the E63 S Wagon in a straight line; this thing will shove you and all four friends into their seatbacks without hesitation. In Sport Plus and Race modes specifically, the ferocious twin-turbocharged 4.0-liter V8 rips to 60 miles per hour in 3.4 seconds courtesy of 603 horsepower and 627 pound-feet – all of that torque available between 2500 and 4500 rpm. And at high speeds, the E63 S shows no signs of slowing. Power seemingly never plateaus or diminishes, even well near redline.
All that power routes to each wheel via the 4Matic+ all-wheel-drive system, which affords the E63 plenty of grip. An AMG-tuned nine-speed automatic, meanwhile, transmission manages it all – and exceptionally well. The transmission shifts with a crisp decisiveness in Sport and Race modes, but it can be a bit lethargic in some of the other lesser settings.


Don’t be fooled by the E63’s length and weight (197.1 inches and 4,725 pounds, respectively), though. This wagon is a sublime companion for twisty roads. The big-bodied AMG keeps perfectly flat even in the tightest turns as the adaptive dampers – in their stiffest setting – all but eliminate body roll. The steering is tight and reactive, and when joined by the Michelin Pilot Sport 4S summer tires (265/35R-20 front, 295/30R-20 rear), there’s ample feedback from the road to your fingertips. And there’s even a drift mode, which disconnects the front axle and sends power solely to the rear (but it’s not for use on public roads).

The E63 wagon comes with things like automatic emergency braking, car-to-car communication, active parking assist, and a 360-degree camera right out of the box. But with the Driver Assistance package (a $1,950 option), the E63 also gets evasive steering assist, active lane-keep assist with lane-centering, lane-change assist, adaptive cruise control with stop-and-go, and more.
Mercedes-Benz, in our experience, has one of the best active safety systems around, eclipsing BMW and Nissan and rivaling more advanced options from Tesla or Cadillac. And that’s still true here in the E63 Wagon; a simple click of the steering wheel-mounted cruise control function and the Mercedes system does most of the work for you.
On the highway, constant steering adjustments keep the E63 perfectly centered in the lane. Adaptive cruise brakes smoothly all the way down to zero and even modifies the speed setting automatically depending on local limits (if you so choose) or, using GPS data, for upcoming highway bends. And the lane-change assist is our favorite feature, which moves the car automatically into the next lane at the flick of the indicator stalk.

Fuel Economy
The Mercedes-AMG E63 S Wagon’s twin-turbo V8 achieves a modest 16 miles per gallon city, 23 highway, and 18 combined, just two points below our target combined fuel economy for the class. Considering there are really only two other cars in this specific segment, the E63 S sits right in the middle of the pack. The Audi RS6 Avant achieves just 17 mpg combined, while the Panamera Turbo Sport Turismo gets a slightly better 18 mpg combined. Naturally, premium fuel is a must.

The Mercedes-AMG E63 S Wagon is not cheap – but neither is anything else in this class. The AMG model starts at $112,450 before options, making it a good bit more expensive than the Audi RS6 Avant ($109,000), slightly pricier than its sedan sibling ($107,500) – if you fancy the four-door – but still more affordable than the Panamera Sport Turismo ($157,000). Our car costs $139,711 post options, and there are plenty of them.
Just on the visual side, the E63’s Design Brilliant Blue Magno is a $3,950 extra, the carbon fiber accents are $2,850, the matte black wheels are $2,000, the black Dinamica headliner is $1,600, and the darkened grille is $450. And as far as performance goes, the carbon-ceramic brakes are the most expensive option of the lot, asking a whopping $8,950 (and you get them in a few different colors). The Driver Assistance package is another $1,950, and Acoustic Comfort is $1,100.

Source: mercedes-world.com

Mercedes-AMG E 63 Estate Stig Drifts

They say that he once did the Cannonball run on a unicycle, and that he broke the record by doing so. Also, he just can’t seem to stop drifting the cars he gets a hold of, and his newest conquest is a Mercedes-AMG E63 Station Wagon. We guess the AMG part of that sentence kind of makes everything click together.

Now, in the world of motorsports, you rarely get to see a station wagon competing alongside other. regular cars. But there are exceptions indeed. Like the globally acclaimed Volvo 850 back in the day, that competed in the Touring Car Series. Also, in drifting, there have been several pro drifters that felt the need to make a statement by competing in such a large body type of vehicle.

This would be the second time the Stig is checking out the sideways going capabilities of a Mercedes Benz in the new series, and the first one, the AMG C63 Black Series, was quite impressive, albeit a bit slouchy. This time things do look like they might be slightly easier, as the longer wheelbase should allow for a more stable slide, and the engine is now turbocharged, providing copious amounts of torque to play with.

The AMG E63 comes with a 4.0-liter turbocharged V8, which gives the driver access to a whopping 603 horsepower and 627 lb-ft (850 Nm) of torque. But weight has gone up for this attempt, as compared to the smaller C63, with the E class weighing 628 lbs (285 kg) more, which is not to be taken lightly.

As expected, the long wheelbase does the trick, and the car looks quite good while going sideways, leaving just enough room to imagine what this vehicle could do after a massive weight loss and the proper drivetrain upgrades. That’s if anyone is enthusiastic enough to actually turn a nearly $100,000 Mercedes into an actual pro drift machine. Read more > https://mercedes-world.com/e-class/mercedes-amg-e-63-estate-drifts

Source: mercedes-world.com

Driven: The 503-HP 2020 Mercedes-AMG C63 S Wagon You Can't Have

The compact AMG station wagon is a sportier utility vehicle—but it's not available here.

Many Americans still think of "mom" and "station wagon" in the same sentence, ignoring that the ubiquitous modern SUV is essentially the 21st century's Wagon Queen Family Truckster. But in Europe, wagons are still cool, still the preferred utility vehicles for people with sporty lifestyles. And the faster the wagon, the cooler it is. Which makes the 2020 Mercedes-AMG C63 S wagon about as cool as long-roof load luggers come.

The C63 S wagon is of course the E63 S 4Matic+ wagon's little brother, 11.5 inches shorter, 3.8 inches narrower, 1.3 inches lower, and rolling on a 3.9-inch-shorter wheelbase. It's powered by the same 503-hp, 516-lb-ft version of Daimler's versatile 4.0-liter twin-turbo V-8 as the AMG GLC63 S Coupe sold Stateside, rather than the big-hitter 603-hp, 627-lb-ft engine of the E-Class version. Can't have the 600-pound-lighter—and, in the U.K., the 23 percent cheaper—little brother upstaging things, can we?

The C63 S wagon's lighter weight is partly because, well, it's smaller, and also because it doesn't have the bigger car's 4Matic+ all-wheel-drive system. By Daimler's own numbers, it's about half a second slower to 62 mph than the E 63 S 4Matic+ wagon, which suggests a zero to 60 time of about 3.5 seconds. Given the heavier, all-wheel-drive AMG GLC63 we tested a few years back recorded a zero to 60 time of 3.2 seconds, that might be a touch pessimistic. And there's nothing in it in terms of top speed between the two; Daimler says the E 63 S is good for 180 mph, while the C63 S will do 174.

A 2018 face-lift added the toothy AMG grille up front and a new rear diffuser, plus the option of 19-inch forged alloy wheels instead of the regular 18-inchers. Interior upgrades included a 12.3-inch digital dash and 10.5-inch infotainment screen, a flat-bottomed steering wheel with touchpad controls on the spokes, and a rotary mode controller similar to Porsche's Sport Chrono unit.

While the engine remained untouched, the old seven-speed torque-converter auto was replaced with AMG's nine-speed wet-clutch automatic, and it added an e-diff. AMG Traction Control—the same nine-stage system first seen on the AMG GT R—was made standard on the S. The AMG Dynamic Select system offers five predetermined driver modes, along with an Individual mode that allows you to choose the engine, gearbox, steering, and exhaust settings. AMG Ride Control manages the steel springs and adaptive shocks, and the AMG Dynamics system enables you to manage the ESP settings and torque distribution to the rear axle through four further settings: Basic, Advanced, Pro, and Master.

What's it all add up to? A rambunctious little thug of a wagon, that's what. Next to the C63 S, the E63 S seems calmer, more mature—if any station wagon with Saturn V thrust, a rolling thunder soundtrack, and Drift mode could be called calm and mature. The C63 S feels livelier, noisier, busier, especially at 120 mph or more on the autobahn, where the shorter wheelbase and different suspension settings mean high-speed turn-in response feels more aggressive, and there's much more vertical motion through the chassis. The rear drive balance is real rather than digitally remastered; accessing Drift mode in this thing simply requires turning the traction control off, instead of the video-game cheat code sequence of button presses, paddle pulls, and menu fiddling E63 drivers must engage to defeat the AWD and access its rear-drive mode.

It might not have the brute power of the E63 S, but Lordy it's still fast. On a trip that saw us in a single day dispatch the 700 miles between London and Dresden in eastern Germany, we averaged 100 mph on one 55-mile stretch of autobahn that included more than 5 miles of slow running through construction. The C63 S cruised easily at 130-140 mph when traffic allowed, and on one stretch we saw an indicated 156 mph.

The best thing about the C63 S wagon? Not just that it flies, but that it flies below the radar. Unless you're an enthusiast, it could be one of tens of thousands of diesel C-Class wagons running around Europe on fancy AMG wheels. There's something deeply engaging about a supercar that to most people looks like an ordinary grocery getter. It has utility. But it's very, very sporty.

Source: motortrend.com

Mercedes-AMG C 63 S Charon Has More Than Meets The Eye

Poland-based Auto Dynamics just unloaded its new tuning package for the Mercedes-AMG C 63 S codenamed as “Charon”. On the outside, the Merc appears almost the same as its standard version but as the saying goes, “beauty is only skin-deep”, there’s more to the car than what the eye can see.

 Beneath the hood of the base AMG C 63 S lies a 4.0-liter twin-turbo V8 engine with 503 hp and 516 lb-ft of torque. However, thanks to the AD850+ performance package of the tuner, additional 340 hp and 200 lb-ft can be squeezed out from the car, which brings its total output to a whopping 843 hp and 716 lb-ft of torque.

 The package includes an ECU tuning as well as a new set of TTE turbochargers, a sports catalyst, Supersprint downpipes, and cat-back exhaust system with adjustable valves from Remus Innovation. The power modifications are also complemented by Eventuri carbon-fiber intake with upgraded air intakes for better air circulation, Weistec ASV/BOV blow-off adapter, Wagner Tuning carbon air injectors, and Weistec sump for the AMG Speedshift transmission. 

Meanwhile, the exterior of the Mercedes-AMG C 63 S gets a mild makeover with the AD Black Star body kit of Auto Dynamics. The package includes a blacked-out Panamericana grille, door handles, and the tuner’s badges. Lastly, it is topped off with a set of 20-inch BBS wheels wrapped in Michelin Pilot 4S tires complete with lowering springs by Eibach and Fischer Stahlflex brake lines.

Source: mercedes-world.com

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