Evelyn Reynolds

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The V-8-powered sports sedan is rapidly becoming an endangered species, making the arrival of the revised Mercedes-AMG E63 S a timely reminder that there won’t be too many more examples of what is one of our favorite automotive genres. AMG has already admitted that its next-gen hybridized powertrain will be based on a four-cylinder engine, and even if that boasts an output to match (or surpass) the 603-hp twin-turbo V-8 in the E63 S, we can’t imagine it will get close on character.

2021 Mercedes-AMG E63 S Keeps Power, Adds Comfort

603-HP 2018 Mercedes-AMG E63 S Sedan Tested!

But before we call the mortuary, the E63 S remains a spectacularly talented all-rounder, with none of the E-class’s midlife revisions having altered its ability to deliver huge, effortless speed. And it was happy to prove this in spectacular style in its most natural European environment—the passing lane of a German autobahn. As traffic cleared on the A13 near Dresden and the dawdlers happy to cruise at a mere 90 mph or so headed right, the AMG proved its ability to deliver seat-squashing g-forces and a heady V-8 soundtrack with a total lack of untoward drama. It felt as though acceleration barely diminished as the speedometer needle swept past 120 mph, where most fast cars begin to really struggle with the wind, and continues to pull strongly even beyond 155 mph, where lesser AMGs suffer the intervention of their electronic governor. We couldn’t find a quiet enough stretch to confirm a top speed for the E63 S, but AMG says its more permissive limiter won’t call time until 186 mph.

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Mercedes-AMG

While such antics are fun, they only represent a small part of the E63 S’s appeal. This remains a performance sedan as good at everyday speeds as it is at stratospheric velocities, handling the real world with very nearly the same level of refinement as its less powerful siblings, thanks to the transformative effect of its switchable dynamic modes. Comfort mode turns the E63 S into a limousine, with supple air springs and adaptive dampers doing an outstanding job of digesting road imperfections and the nine-speed automatic shifting early to make the most of every last drop of premium gasoline. The peak 627 pound-feet of torque is available between 2500 rpm and 4500 rpm. The gentlest mode is almost too civilized for something so potent, with AMG’s engineers admitting they slightly softened the facelifted car’s suspension in response to customer feedback.
If we were most buyers, we’d treat the firmer Sport mode as the everyday default, as it puts some pep into the E63 S’s responses and some rasp into its exhaust note without adding undue harshness. Beyond that lies Sport Plus, which puts a noticeable edge on the damping, and the full-on Race mode, which turns the AMG into a snarling monster. Adaptive dampers, the switchable exhaust, and ESP modes can all be controlled separately, and there is still a Custom mode for the hard to please.

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Mercedes-AMG

While the standard nine-speed shifts both cleanly and quickly, its continued use of a multiplate clutch pack instead of a torque converter—to help sharpen responses and enable high-rpm launches—does have a small impact on low-speed refinement, with the sense that engine and wheels are sometimes being connected with too much suddenness.
The E63 S controls its mass exceptionally well, feeling agile and wieldy for something its size and weight. Its curb weight is around 4600 pounds, but the accurate steering has good feel and delivers both arrow-straight high-speed stability and decisive cornering responses. Selecting the more aggressive dynamic modes brings a rearward bias to the torque distribution of the E63 S’s standard all-wheel-drive system, but it takes the (likely rare) selection of the car’s Drift mode to turn it into a tire-smoking rear-driven hooligan. While we obviously needed to sample this function in the interests of scientific discovery, we suspect that few buyers will use it often. “Aerodynamically optimized” 10-spoke, 20-inch wheels are standard, and the car we sampled also came with the optional carbon-ceramic brakes, an upgrade that provided predictably indefatigable stopping power.

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Mercedes-AMG

The world might be losing interest in sedans, but—as with the lesser members of its clan—the E63 S has been given a facelift more substantive than the sort of gentle tinkering normally reserved for a midlife sharpening. A new front end features a vertically slatted radiator grille inspired by that of the original 300SL, with the oversize Mercedes star in the center now housing some of the sensors required for the lane-and-distance-keeping Drive Pilot smart cruise control.
As before, the cabin remains spacious, smart, and extremely well equipped, proving that leather and carbon fiber can play nice together. But as with its regular sisters, moving the E63 S onto the latest MBUX infotainment system has created additional complication and a fair amount of ergonomic confusion. Changing horses midstream (as it were) has required the E-class to effectively accommodate two different interface systems. So, the new car keeps the pre-facelift model’s rotary dynamic mode selector on the center console, as well as exhaust, gearbox, damper, and stability switches. These functions, however, are all replicated by the two new rotary controllers (with neat integrated screens) mounted to the steering wheel.

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Mercedes-AMG

The wheel itself features double spokes on each side, these seemingly required just to allow sufficient space for all the controls it now carries. Despite all of this—and the presence of a voice assistant summoned by saying, “Hey, Mercedes”—some common functions remain hidden within the myriad of submenus. This is a car that makes it considerably easier to change damper settings than to select a new radio station.
We’re promised that the revised E63 S will be with United States dealers by the end of the year, with a $108,550 base price putting it between the regular BMW M5 and the M5 Competition. The AMG might not have quite the level of focus of its most obvious competitor, but it sounds superior and—thanks to its personality-changing dynamic modes—has a broader spread of talents. Cars such as these won’t be available for much longer. We will miss them when they’re gone.

Specifications

Specifications
2021 Mercedes-AMG E63 S
VEHICLE TYPE front-engine, rear/all-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE $108,550
ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement 243 in3, 3982 cm3Power 603 hp @ 6500 rpmTorque 627 lb-ft @ 2500 rpm
TRANSMISSION 9-speed automatic
DIMENSIONS Wheelbase: 115.7 inLength: 196.4 inWidth: 73.7 inHeight: 56.6 inPassenger volume: 98 ft3Trunk volume: 13 ft3Curb weight (C/D est): 4600 lb
PERFORMANCE (C/D EST) 60 mph: 3.0 sec100 mph: 7.0 sec1/4 mile: 11.1 secTop speed: 186 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 18/15/21 mpg

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Oxnard, California, is an overlooked American automotive nerve center. The city surrounds Port Hueneme, where massive car-carrying ships disgorge vehicles for at least 18 manufacturers. It’s also the port from which Tesla vehicles leave for export to Asia. That’s led some of the carmakers to establish engineering and design facilities in the area. BMW has one there. And now, so does Volkswagen of America—a five-acre campus on Del Norte Boulevard, across from a Shell station with an integrated Subway sandwich shop.
So, while VW was dazzling the world’s assembled press in September with the all-electric ID.4 small crossover, it simultaneously invited a select group of marginalized journalists to Oxnard to tour the company’s facility, sample the company’s upcoming 2022 Taos—a conventionally powered compact crossover—and do a deep dive into its new 1.5-liter turbocharged, four-cylinder engine.

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Volkswagen

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Nearly a foot shorter, the Taos is more compact than the Tiguan, sized to compete in the red-hot twerp-ute market, a burgeoning segment that includes the trendy Nissan Kicks, stalwart Honda HR-V, sweet Mazda CX-3, and lackluster Ford EcoSport. It’s an important genre, not only because of its insane sales growth, but because cheap crossovers are often the entry point for young customers buying into a brand for the first time. And that’s that for the business school marketing lesson.
The pre-pre-production prototypes on hand were lightly camouflaged to avoid startling observers psychologically unprepared to contend with the profound visual impact of a small SUV that looks like a dehydrated Tiguan. On the outside they were wrapped in white vinyl, with subtle graphic elements taped to the headlights and covering the logos. On the inside, a fuzzy dash pad covered most everything but the tachometer and speedometer. That included the air vents, and it was a pretty hot day.
The drive itself would consist of a 30-or-so-mile lap through Oxnard and neighboring Camarillo and back to VW’s campus. And during this tour of verdant, culturally diverse Ventura County, we would be shadowed by a VW representative so that if something went wrong or we tried to keep the prototype for ourselves, they could do … something. Maybe our proctor had a roll of duct tape with him. Or a shotgun. We obeyed the rules.

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Volkswagen

The featured attraction here was truly the new 1.5-liter turbo engine. It’s destined to replace the 1.4-liter turbo four that’s currently the standard powerplant in the United States-market Jetta and Golf. The 1.5-liter has a slight increase in piston bore diameter to reach its new displacement, but the big change is the use of some technology from the EA888 turbocharged 2.0-liter inline-four found in the Tiguan. The new engine will be capable of operating on Volkswagen’s modified Miller-cycle combustion under light load conditions, which they’ve named the Budak cycle after its developer. When operating on Budak, the intake valve closes earlier that it would during normal operation, thus reducing the amount of fuel and oxygen drawn in and returning more efficiency. The 1.5-liter will also use a variable vane turbocharger to reduce increase its responsiveness.
VW rates the new engine at 158 horsepower and 184 pound-feet of torque, which will be the sole engine in the Taos. That vaults right over competitors like the 141-hp Nissan Rogue Sport, 147-hp 2.0-liter Kia Soul, and 148-hp Mazda CX-3. And the VW will push that advantage by backing the engine with an eight-speed conventional automatic transmission in front-drive versions of the Taos. All-wheel-drive versions will get the familiar seven-speed dual-clutch transmission. The new 1.5-liter will be built at VW’s engine plant in Silao, Mexico, which opened in 2013. And the Taos, designed for the North American market, will also be built in Mexico.
The route chosen for us by VW was flat and not curvy. There was a short blast southward on Highway 101, but no roads were challenging. There were several opportunities along the way, however, to stop and buy strawberries freshly picked from the coastal plain’s fields.

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Volkswagen

As an evaluation of the Taos, this was just a bit of early exposure, severely limited in its usefulness. But the engine does seem to make excellent low-end grunt, the transmission didn’t do anything untoward, and the suspension didn’t collapse riding along smooth pavement. The details that matter were covered up inside, so there’s no way to positively say how well the interior is laid out. Naturally, a big-ass touchscreen is likely destined for the dashboard’s center because everything now has a big-ass touchscreen.
The front wheel-drive Taos will make its official debut this month and is scheduled to hit dealerships around the middle of next year. And since it’s destined to compete in one of the most price-conscious segments of the market, there’s no reason to expect it to cost any more or much less than other cute-overs. So, figure it’ll start at around $20,000 at the bottom and knock on $30K at the top of the range.
Back at the facility, there were Volkswagen products from around the world on hand for all sorts of testing. There were even a couple of prototype ID.4s, with technicians carefully peeling away their camouflage after that day’s public debut of the car. There’s something going on here.

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Volkswagen

That something is an inflection point, one where manufacturers are still developing vehicles powered by internal combustion engines while simultaneously prepping for the electrified future consumers will either want or will have forced upon them. Volkswagen was caught with its pants down in the diesel scandal and can’t afford to screw up in the immediate future. So, right now it’s wearing multiple pairs of pants. Jeans and chinos. Dockers and slacks. Snow pants and baggy shorts.
As the day was dying off, the assembled litter of journalists were led to a conference room set up with appropriate social distancing. There we enjoyed the comedy stylings of Johan de Nysschen, the still new senior executive of Volkswagen Group North America, who is this generation’s Bob Lutz tinged with a hint of John Force. He likely said something profound and hilarious, but I really just wanted to write “comedy stylings.”
It turns out that VW doesn’t use Port Hueneme as a port of entry for its vehicles. So, why the company decided to plop down its latest facility in Oxnard is a mystery. Maybe it’s because Oxnard is where the action is. Or maybe they just wanted to build somewhere with easy access to a Subway.
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Porsche’s 911 proves it’s possible to have your engine in the wrong place and still compete with mid-engine sports cars. AMG does the same thing with the GT, but its front-engine layout isn’t nearly as unconventional as the 911’s rear-engine pendulum. With a V-8 up front and tucked behind the axle line, the GT is far less offensive to Newton’s laws. While most AMG GTs cost less than $200,000 and compete with a mix of front-, rear-, and mid-engine cars, the new $400,000 Black Series version is vying for buyers in a class where a jewel-cased engine between the driver and the rear wheels is the norm.
The GT Black Series will be the top Benz in terms of performance until the much-delayed AMG One arrives. It’s the brand’s most powerful road car, and the Black Series branding is a sort of AMG equivalent to a 30-year-old single malt. The AMG GT R is a potent machine, but the Black Series treatment moves this GT closer to the performance level of the GT3 racer.

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Mercedes-AMG

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Under the long, louche hood and tucked well behind the front axle line is a new version of AMG’s 4.0-liter V-8 that uses a flat-plane crankshaft instead of a crossplane crank. The new engine’s 7200-rpm redline is only 200-rpm higher, but AMG says that the better thermodynamic balance from the flat-plane’s firing cycle that alternates between cylinder banks creates more balanced gas flow. An equally important change is a pair of bigger turbochargers that deliver up to 24.6 psi of boost. Peak output rises to 720 horsepower. The ratio of horses to pounds has been shifted further by extensive use of carbon-fiber composite. The fenders, hood, and tailgate are all carbon rich, as is most of the cabin trim. The Black Series sheds a claimed 77 pounds compared to the GT R.
Aerodynamics measures are similarly extreme. The surface area of the Black Series’s front end is covered in vents, scoops, and intakes. The radiator grille is larger and toothier, and beneath it sits an extended front diffuser big enough to require motorsports-style tension ties. Both the diffuser and the huge rear wing have manually adjustable positions. An active element is on the trailing edge of the wing. Peak downforce is more than 880 pounds at 155 mph. Suspension is also owner adjustable, with more negative camber available when aligning, as well as adjustable anti-roll bars.

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Mercedes-AMG

The Black Series has been designed for life on the racetrack, and that’s all that AMG allowed us to experience—with multiple laps on the Lausitzring in northeast Germany. Originally built as a superspeedway with a 2.3-mile tri-oval layout, our drive was on the tighter infield course still used by the German touring-car series. It’s a track that still includes committing to turning onto the start-finish straight while facing concrete barriers and zero runoff.
A familiarization lap is enough to sense the darkness of the Black Series’s heart. It is hard and angry and unyielding under even modest pressure. Steering is ultra direct and brimming with the sort of vibration and unfiltered sensation that normally gets filtered out by chassis engineers. Even at a tire-warming pace the engine feels mighty, the 590 pound-feet of torque is nearly ever present as the peak extends from 2000 to 6000 rpm. Carbon-ceramic brakes squeal and grumble when cold, and the combination of six-point harnesses and the optional carbon-fiber bucket seats—which sadly won’t be available in the United States—make the experience feel like sitting in a race car waiting for a green flag.

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Mercedes-AMG

This arrives on the second lap when pacesetter and multiple DTM champion Bernd Schneider, clearly convinced our tires are warm enough and that we know the track as well as we need to, drops the hammer and heads off in the leading car at a seemingly impossible pace. Fully unleashed, the Black Series’s engine delivers predictably forceful longitudinal loadings, combining organ-sloshing G-forces with a soundtrack that, even experienced through the insulation of a crash helmet, comes close to being painful. AMG’s claimed 3.2-second zero-to-62-mph time is hugely impressive, but it’s the claim of a sub-9-second dash from rest to 124 mph that is more indicative of this GT’s potency.
The Black Series is reassuringly comfortable under huge braking loads, and it turns into the Lausitzring’s faster corners with the security that comes from copious downforce. But getting it to rotate in tighter turns soon proves to be trickier than expected, certainly than it would be in its mid-engine competition. There’s more understeer in the setup, perhaps to keep us from spinning into the walls, and after a couple of laps of trying to match Schneider’s pace we end up further and further from slower-corner apexes.

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Mercedes-AMG

Relearning a lesson often cited in the days when even the fastest racers had their engines at the sharp end—slow in, fast out—improved the Black Series’s behavior. It has more than enough firepower to compensate for lower entry speeds. Traction is huge, the vast 335-width rear Michelin Cup 2 tires delivering massive grip, but it is also possible to make the rear end playful using the variable traction-control system, which stays active even with the stability control turned off to allow precisely controlled rear-end slip. This makes it both easier and much less scary to slide around than a car with most of its mass in back.
We don’t have confirmed U.S. pricing for the Black Series yet, but considering what AMG charges in Europe we can expect it to break new ground for both the brand and front-engine sports cars. When the GT makes it across the Atlantic, it might be pushing $400,000. That’s more than the considerably quicker McLaren 765LT and about twice as much as the GT R Pro that sits beneath it in the AMG hierarchy. The Black Series is definitely a special car, but not that special.

Specifications

Specifications
2021 Mercedes-AMG GT Black Series
VEHICLE TYPE front-engine, rear-wheel-drive, 2-passenger, 2-door hatchback
ESTIMATED BASE PRICE $400,000
ENGINE TYPE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injectionDisplacement 243 in3, 3982 cm3Power 720 hp @ 6900 rpmTorque 590 lb-ft @ 2000 rpm
TRANSMISSION 7-speed dual-clutch automatic
DIMENSIONS Wheelbase: 103.7 inLength: 181.2 inWidth: 79.6 inHeight: 50.4 inCargo volume: 10 ft3Curb weight (C/D est): 3600 lb
PERFORMANCE (C/D EST) 60 mph: 2.9 sec100 mph: 6.0 sec1/4 mile: 10.4 secTop speed: 202 mph

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Volkswagen invited us down to Chattanooga, Tennessee, for a brief drive of an ID.4 electric crossover prototype alongside a Mazda CX-5 AWD. Since we made the trip from our Kentucky base to VW’s United States headquarters in a VW Tiguan SEL Premium R-Line 4Motion, we had a representative trio for our brief comparison test.

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In April of this year, the CX-5 and Tiguan finished first and second, respectively, in our six-way compact crossover comparo. Since the ID.4’s debut a week ago, VW has stressed its desire for the ID.4 to be seen as a competitor for combustion-engine offerings as well as electric challengers such as the Tesla Model Y, Ford Mustang Mach-E, and Hyundai Kona Electric. That gives the electric German quite the task—convincing shoppers to step away from the security of the familiar while overcoming the lure of Japanese juggernauts like the Toyota Toyota RAV4 and Honda CR-V.
The ID.4’s looks arguably straddle a middle ground, more exotic than the ICE competition but less racy than the Mach-E and Model Y, which have steeply raked coupe rooflines. The ID.4’s roof sits 1.9 inches lower than a Tiguan’s, but its 8.2 inches of ground clearance (for the European model) is 0.3 inches more than the Tiguan offers, ensuring it skews more crossover than wagon. The VW’s rear bumper blends some unexpected lines and textures, but overall it presents a fulsome, handsome form. If someone replaced the VW badges with those from Citroen’s DS luxury line, we wouldn’t have known better.

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Volkswagen

The shape moves through the air cleanly enough, with VW citing a coefficient of drag of 0.28, matching the Audi e-tron. The Tesla Model Y comes in at a claimed 0.23, while Ford has only committed to a figure “below 0.30” for the Mach-E.
Since we were driving a prototype, we can’t deliver final judgment on issues such as noise, vibration, and harshness, which are still undergoing tuning and where there’s clearly work to be done. Every ID.4 comes with keyless access, the crossover powered up and primed to go as soon as the driver takes his seat and presses the brake pedal. At that point, the EV is silent. Get moving, and the ear detects the Jetsons-like whir common to every EV, but the motor also emits a subtle, high-pitched whine as it spools up to its 16,000 rpm peak. We could hear the whine inside the cabin and, rolling down the windows at low speeds, confirm that it could be also heard outside the car.
The prototype rode on European-spec all-season Pirelli P Zeros that created a mild resonant thrum on all but the most polished road surfaces. U.S. models will get a selection of Hankook, Pirelli, or Bridgestone all-season rubber, depending on tire size. Aerodynamic sleight of hand keeps wind noise on par for the segment, the turbulence no worse at 65 mph than it was at 35.

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Volkswagen

When we had a chance for spirited runs on a 30-mile suburban loop, we discovered a squishy brake pedal with long travel. Volkswagen fits drums on the ID.4’s rear axle, same as on the ID.3. VW says an EV’s typical duty cycle includes so much regenerative braking that “disc brakes on the rear can be less effective than drums after long periods of not being put to heavy use.” That sounds to us like a cost-saving measure wrapped in a performance justification. Even the Chevrolet Bolt uses four-wheel disc brakes, and that car can be stopped using Fred Flintstone’s best-foot-forward technique. We preferred the ID.4’s B mode, which increases brake energy recuperation to make driving mostly a one-pedal operation.
All of those issues, except the drum brakes, can be tuned to satisfaction with some more attention from the engineers.
In the solid win column, the ID.4 was clearly the best-handling machine in our trio. A healthy portion of the ID.4’s advantage came from being the only rear-wheel driver of the bunch. VW likes to pepper GTI references into conversations about the ID.4’s handling. That’s a bit optimistic, but only a bit. In our April crossover test, we said, “The Tiguan feels like a GTI for responsible adults,” minus some agility and road hugging. The ID.4 feels like a GTI for electric crossover buyers, offering the same playfulness that distinguishes the Tiguan.

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Volkswagen

The e-motor’s maximum output of 228 pound-feet of torque isn’t generous for a vehicle weighing a claimed 4559 pounds in base Pro trim, but the instant application of every pound-foot delivered a little snap of the head with each stab on the throttle. Volkswagen hasn’t yet pegged a zero-to-60-mph time, only saying it’s less than 7.8 seconds, which sounds consistent with the rated 201 horsepower. Steering is sharp, the crossover’s stubby nose easy to place on a chosen line. And the ID.4’s 33.6-foot turning circle is 1.8 feet smaller than the Chevrolet Bolt’s.
Damping and body control are excellent, with body roll checked by a 24-mm anti-roll bar in front and a 22.5-mm bar out back. It took more work in the ID.4 than the CX-5 or Tiguan to get the tires to beg for mercy, and there’s a small window for using the throttle to place the rear wheels. Once you’ve overcooked 4,600 pounds of RWD compact crossover into an acute corner, though, there are no heroics to attempt. It’s time to get hard on the brakes.

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Volkswagen

We’ll need to wait for a real drive time in a retail model to render a final verdict. But the ID.4 prototype wasn’t far from delivering the pleasant EV ambience we’d expect, and it already stands out thanks to its style. Unlike the coupe-roofed competition, it hasn’t sacrificed roominess or utility for looks. Dynamically, the little crossover already delivers, a chunky pup game to get friskier than almost any of its buyers will ever demand. The AWD model promises to be even better, especially if VW programs some spirited torque shuffling between the front and rear motors.
Already priced below the Mach-E and Model Y before federal and state discounts, buyers who apply the full $7,500 federal tax credit can pocket healthy savings by choosing the VW over the Ford or Tesla. Even after the federal credit, though, the ID.4 charges a notable premium over status-quo models like the CR-V and CX-5. We’re skeptical that VW’s EV will siphon off a substantial number of traditional compact crossover buyers, but the ID.4 is a big move in the right direction.

Specifications

Specifications
2021 Volkswagen ID.4
VEHICLE TYPEMid-motor, rear-wheel-drive, 5-passenger wagon
BASE PRICE $41,190
MOTORPermanent-magnet synchronous AC motor, 201 hp, 228 lb-ft; 77.0-kWh lithium-ion battery pack
TRANSMISSIONSingle-speed direct-drive
DIMENSIONS Wheelbase: 108.9 inLength: 180.5 inWidth: 72.9 inHeight: 64.4 inPassenger volume: 102–103 ft3Cargo volume: 30 ft3Curb weight (C/D est): 4600 lb
PERFORMANCE (C/D EST) 60 mph: 7.5 sec100 mph: 21.5 sec1/4 mile: 15.9 secTop speed: 126 mph
EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 115/120/110 MPGeRange: 250 miles 

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