German super-sedans pack performance, styling tweaks

Updated BMW M5 and Mercedes-AMG E63 maintain their parity in powerhaus pedigree.

FOUR Twenty, 441, 450, 460 – pick a number, right?

Always with awareness that where you land on the kiloWatt chart also dictates one of two badge preferences when selecting a German premium all-paw performance sedan that’s not an Audi.

The first and third counts put you with Mercedes AMG, and behind the wheel of an E63 AMG in standard and S formats. The remainder with a Five Series fettled by BMW’s M Division, primarily as the ‘starter’ edition, ultimately in Competition mode.

Yup, it’s mid-life upgrade time for two supercar-slaying sedans and, as always, where one goes, the other is quick to follow, with both laying down big numbers.

Which also relate to? Well, torque, which optimally hits 750Nm behind the blue and white roundel and 800Nm behind the star, top speeds - 300kmh optimally from the E63 S, another 5kmh more with the Competition (with the optional M Driver’s package fitted) – and, of course, those all-important 0-100kmh times: just 3.3 seconds for the M5 in hottest fettle, which makes it 0.1 faster to the legal highway limit from a standing start than the most potent E 63. There are economy figures too but … not of any particular interest, right?

So, which to chose? It might all come down to price, which is still a mystery for our market, though potentially the current stickers won’t be too far shy of the new prices, and availability … which means quarter three for the Munich monster, some time prior to Christmas for Affalterbach’s.

The other important thing to recognise is that, while both makes are talking of these incoming missiles as being ‘new’ models, they really mean ‘massaged.’ Quite subtly, for the most part.

Those twin turbo V8 engines – a 4.4‑litre from Beamer, a 4.0-litre out of the other crowd – gearboxes (eight‑speed auto with BMW, nine-speed AMG), and the fancy all-wheel-drive - that can be configured in a special rear-drive mode with the M5 - are all as before.

What’s incoming is the same range of minor cosmetic updates found on the recently revised 5 Series So the M5 now sports the updated kidney grille which extends a little further down into the bumper and has a one-piece chrome surround. The new front end gains larger air intakes at the sides while the main aperture is now hexagonal. The LED lights front and rear are new, as is the rear bumper.

Interior revisions also mirror those on the standard 5 Series, with buyers getting a new 12.3-inch digital instrument cluster and a larger infotainment screen. Electrically adjustable sports seats and sun protective glass come as standard, while a Harmon/Kardon stereo, head-up display and an Alcantara headlining can be specced as optional extras, as can a Technology Plus pack that adds front and rear seat heating, a heated steering wheel, soft close doors and a seat massage function. The M5’s Ultimate Pack builds on this specification with a carbon fibre engine cover and Bowers and Wilkins surround sound system. A lot of comforts for a performance car? That’s your modern M5 customer.

There is a new 20-inch wheel design while the brake calipers can be finished in black or red as an alternate to the usual blue. The Competition’s are gold, as before.

Chassis upgrades over the standard BMW 5 Series include uprated dampers, stiffer engine mounts and larger disc brakes, with fixed six-piston calipers up front and single piston calipers at the rear. Buyers can also opt for a range of M Performance extras, such as coilover suspension and carbon fibre aero components. The Competition model sits seven millimetres lower. 

There’s a broader range of standard driver assistance technology, too. Buyers get lane- keeping assist, lane-change assist, a 360-degree parking camera, and BMW’s Parking Assistant Plus, which can take control of the car’s steering when reversing into spaces. BMW also now offers a Drive Recorder function, which uses the car’s built-in cameras to record footage from around the vehicle.

So how does the AMG respond? Basically, by following the same plot. 

The revamped styling also includes a larger grille created in an effort to differentiate it more from the wider E-Class range and aerodynamic tweaks to optimise both grip and airflow to the engine.

Although the powertrains’ outputs are unchanged, Mercedes-AMG says considerable tuning has been carried out to widen the E63’s performance window. Work has also been done to refine the dampers and chassis, while the dynamic engine mounts on the E63 S have been tweaked so they adapt more quickly to driving conditions.

 Further development has been carried out on the AMG Dynamic Select software, which adjusts systems such as the drive programmes, all-wheel drive systems and ESP stability control. The AMG Dynamics Plus package, which includes a Race drive mode and Drift function, is standard on the E63 S and is offered as an option for the base model for the first time.

The front bodywork of the machine has been honed for aerodynamic balance, with AMG engineers and aerodynamicists focused on reducing wind resistance and increasing high-speed stability. The wheel arches have been enlarged by 22mm to accommodate a wider track

At the rear, there are flatter brake lights, a reshaped apron, which has also been aerodynamically optimised and a new diffuser.

The standard E63 has new 19in alloy wheel options, while the S version that’s always been favoured for NZ gains new 20 inch aerodynamically optimised five-spoke alloy designs. 

There are new paint colour options previously offered on the Mercedes-AMG GT range only and the usual optional AMG Night Package adds extra styling tweaks, including a gloss black finish for the mirrors, window frame and exhaust pipes. 

Inside, the E63 feature similar tweaks to the rest of the facelifted E-Class range, including the latest version of the MBUX infotainment system and digital instrument display, both of which offer bespoke AMG display options. 

There is also a new twin-spoke AMG Performance steering wheel with haptic feedback controls and offered with Dinamica microfibre or leather, or combination finish. The wheel includes a ‘hands on’ sensor that will trigger warnings and, eventually, activate emergency brake assist if it detects the driver does not have their hands on the wheel for an extended period. Mated to the new wheel are larger aluminium paddle shifters that can operate the nine-speed transmission.

AMG GLE 53: When mild enhances wild

A punchy twin-turbocharged 3.0-litre petrol engine with a 48-volt mild-hybrid system … fast AMG SUVs needn’t have to be V8 any more.

 “AMG personality, performance and poise without compromising on everyday usability.” 

That’s how AMG’s spokesman related the positioning of the GLE 53 during the model’s international introduction in Austria in November.

Okay, so it was the GLE Coupe rather than the GLE wagon that is the focus of this story, but even so. Different look, common drivetrain: So, the comment’s still valid.

Those with understanding of Affalterbach’s numerical designations will understand that the 53 is a step below the 63 editions that express the full might of this tuner’s abilities. It all comes down to cylinder count and capacity.

While it’s true that the 53’s straight-six, 3.0-litre petrol hasn’t quite the fireworks or soundtrack of its hardcore V8 brethren that’ll arrive later in the year, driving the Coupe with this engine in the mountains of Austria was far from disappointing.

Not only is it still an aurally interesting engine, especially when you dial up the driving modes and set the AMG Performance exhaust to 'Powerful', but it also has lots of shove – smashing up some incredibly steep, and occasionally icy, mountain roads to our ultimate destination, a resort containing Europe’s highest motorcycle museum atop the Timmelsjoch High Alpine Road, was an easy and enthralling ask. (for more see: https://www.motoringnz.com/firstdrive/2020/4/4/fire-in-the-ice-with-gle-coupe).

 The depth and spread of the torque roll out is almost akin to that from the alternate diesel, even though the latter has 180Nm in its pocket you’d think the engines were closer in muscularity.

Unpack the data and you’ll see why. The power in isolation is plentiful – 320kW at a relatively high 6100rpm – but that 520Nm impact isn’t just what outlays, between 1800-5,800rpm, from the engine alone.

The reason why it feels all the more muscular is the help it receives from the use of an auxiliary electrically driven compressor, as part of the on-board 48-volt system. That's before you take into consideration the 'EQ Boost', which is a 16kW electric motor that acts as a starter/generator. It adds up to 250Nm to proceedings, depending on a variety of factors, though Mercedes doesn't quote the system maximums. All this means it feels particularly torque-rich in the midrange, and it's very quick to get off the line - 100kmh from rest in just 5.3 seconds in respect to either model.

It’s most engaging in Powerful mode, if just because that setting really liberates its voice. Nip it in into the Sport Plus driving setting as well and you get the full vocal repertoire, including gratuitous pops and bangs on the overrun. Plus the excellent nine-speed automatic engages a throttle blip feature into its operation.

It’s not just about punishing performance. Another benefit that’ll make V8 drivers green comes with economy – you needn’t tread too lightly to find the EQ Boost set-up eking really decent fuel consumption, ultimately 9.4 litres per 100km according to the maker.

There’s no argument that the GLE feels like a large vehicle – to the point where some village drive-throughs had me wondering it was a touch too wide – but, assuredly, it feels really handy on the road; AMG doesn’t scrimp on its tyres, suspension tune and brake packages. The AMG-tweaked 4Matic Plus all-wheel-drive system, which always drives the rear wheels, and can fully vary the split front-to-rear as needs be, is also a great assistant. 

As much as a GLE really isn't a car for throwing around a twisty back road with abandon, the AWD set-up certainly is good for your confidence. It enabled the Coupe to feel moderately agile and rear-lead – sure, that model has shorter wheelbase than the wagon, yet it’s surely a good portent all the same.

 A shout out, too, to the steering itself, which is a speed-sensitive and variable ratio electromechanical system, and also the suspension tune. Yes, it’s firm – perhaps enough to become a touch too ‘pattery’ and jittish on some coarse chip (a surface that drives all suspension experts nuts) – but my experience is that the model doesn’t really feel its weight and, more importantly, has good control if its weight transfer.

What else is important? Well, that the cars in NZ-trim seem to be pretty much as loaded as the examples Benz laid on during the international launch, with AMG Ride Control Plus air suspension factoring in as standard – though an all-out active ride enhancement remains an option - along with all the usual plush stuff. They stand out from non-AMG GLEs by adopting an active exhaust, performance brakes, Panamericana front grille and sports seats.

Standard equipment includes a Burmester sound system, 21-inch wheels, panoramic sunroof, illuminated door sills, wireless smartphone charger, heated front seats, 64-colour ambient lighting and head-up display.

MBUX technology handles multimedia duties, displayed across a 12.3-inch touchscreen, which sports satellite navigation, digital radio, Apple CarPlay/Android Auto support and voice recognition controls.

Instrumentation is also displayed on a 12.3-inch screen with added AMG-specific graphics and readouts.

Safety kit is comprehensive. The provision includes a surround-view monitor, adaptive cruise control, rear cross-traffic alert, lane-keep assist, blind-spot monitoring, lane departure warning, tyre pressure monitoring, traffic sign recognition and autonomous emergency braking.

You’ll pay $180,100, not including on-road costs, for the wagon and undoubtedly the Coupe will continue to carry a premium. The more rakish model will be landing imminently, Benz NZ assured yesterday, but a price has yet to be set.

It’s also too soon, of course, for a dollar figure in respect to the GLE 63, but Benz has already indicated that this smasher will exclusively import in the higher-grade 63 S spec.

Despite AMG progressively moving to smaller engines, the flagship GLE is still adhering to eight-cylinder values, with the crowd favourite 4.0-twin turbo V8, albeit also with an electric twist.

The plant delivers outputs of 450kW and 850Nm, and is also matched with an electric motor which can temporarily boost power by 16kW/250Nm.

And saving the best for last …. zero to 100kmh is in just 3.8 seconds.