2012 Mercedes-Benz E63 AMG Wagon Tested: The Right Amount of Too Much
No a single demands a 500-plus-hp family members wagon. To want, desire, or even lust for this kind of a beast, nonetheless, to us seems a completely rational and normal response. A single could argue that any of the existing crop of androgynous crossovers is equally capable of doing every day familial duties, and at a price much less than one-fifth that of this E63 AMG wagon. Of course individuals presenting the argument likely have in no way knowledgeable the thrust presented by the E63’s hand-assembled V-eight. We have, and it is time to argue.
Following a few attempts at plastering cereal bits, wayward Content Meal figurines, and sippy cups against the wagon’s back window with applications of the proper pedal, logical arguments of practicality or restraint became moot. Rest assured, no youngsters were harmed in the testing of this Mercedes—we made sure they all were dropped off at school beforehand. Also bad for them it is not every single day you get to ride in a 175-mph station wagon.
A lot more Interior Volume, Significantly less Displacement
Like the E63 sedan and most of AMG’s other “63” vehicles, the wagon has moved to a downsized engine. That indicates this 2012 model’s 63 badge is even farther from the truth, as the six.2-liter V-8 has been replaced by a twin-turbo five.five-liter. Regular power is the very same as before (518 hp) whilst torque rises by 51 lb-ft—the Efficiency pack adds to people figures, offering totals of 550 hp and 590 lb-ft. At the exact same time, EPA mileage ratings for the 5-door E63 AMG come in at 15 mpg city and 23 highway compared to 13/18 prior to. Our as-tested fuel economic system was 15 mpg.
A range of operation modes—Comfort, Sport, Sport Plus, Manual—are obtainable to alter the conduct and shift response of the seven-speed automatic all settings permit control via steering-wheel-mounted paddles, and a Race Start off function optimizes all methods for rapid, laptop or computer-aided launches. Conveniently, drivers can mix and match corresponding adaptive-air-suspension settings to optimize the encounter e.g., you can select Sport Plus for the gearbox and run the suspension in Comfort. The AMG über-button makes it possible for drivers to retailer their preferred settings for immediate recall.
So full is the joy of ripping off 12.one-2nd quarter-mile instances in a wagon with area for five and the household canine that you will truly search forward to lengthy excursions it is like Massive Daddy Don Garlits had a drag auto function-built for Take Your Children to Work Day. Below tough acceleration, a short, guttural brumpffff from the exhaust accompanies upshifts trust us, it sounds sexier than it reads.
This wagon handles properly too, sticking in the corners far better than any 4547-pound station wagon has a appropriate to. Part of the credit goes to its substantial Continental ContiSportContact SP tires (255/35 front, 285/30 rear) mounted on 19-inch, ten-spoke AMG wheels. Give the fuel pedal too abrupt an input or push as well difficult in the corners, however, and the electronic stability aids step in after a handful of milliseconds of enjoyable/panic. The steering is acquainted from the current E-class AMG sedan: It is quick but not twitchy, requiring two.7 turns from lock to lock. Turn-in is precise, but at occasions you will want to add a little additional encouragement from the accelerator to push the rear finish out and revector the nose broken pavement expedites sideways wheel hop out of corners just before the traction control catches it. We recorded .90 g of grip in our testing, .05 g greater than a 2012 E350 4MATIC wagon we tested earlier this year.
Braking is handled by 6-piston calipers and ventilated, cross-drilled rotors in front 4-piston units manage the rear. Both sets make use of AMG-specific substantial-overall performance pads. Combined, they managed to haul the wagon to a stop from 70 mph in 153 feet—that’s six feet fewer than the pedestrian E350 4MATIC wagon needs. Bite is firm and progressive, but if you are expecting the type of intuitive and communicative pedal feedback that is present in lighter, sportier automobiles, you will be sadly disappointed. Maybe you’ll want to upgrade to the $ 12,625 optional carbon-ceramic brakes?