Feature // Executive Muscle // Jaguar XFR v's E63 AMG

This is just a hunch, but I feel the fine boffins at AMG were somewhat challenged when Mercedes plonked the latest W212 E-Class on their plate to work their magic on. After all, it’s one of the less likely bases for a thrilling family barnstormer: a style-challenged, solid but dull-as-Damon Hill saloon, the staple motor of the German taxi network.

On seeing the E-Class, the AMG engineers probably groaned, and soon after sighed. They must’ve then got on with the job with fervour (as a matter of honour), because the result is dramatic. The frowning, squared-off ‘E’ is still vexed at its existence, but at least now it has a touch of purposeful heft in its bumpers, sills, dark roof and arches (front track is up 56mm). In profile, it’s a touch wedge-like and has hints of a nose-down bull that’s ready to charge as he’s facing a matador.

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Today is the kind of day where you can see hot air floating above ground on the horizon, and where simply stepping outside feels like you’re being hugged by the sun’s far-reaching rays. Sixty seconds after stepping out of the air-conditioned, seat-cooled Merc and you long for the intensity to end. I take it as a voodoo sign from AMG, trying to tell me to get back in and drive it, reminding me that AMG’s a company no longer just about ‘performance engines crafted by the hands of a single engineer’, but – as the CLK Black, C63 and SL63 have shown – much more than that.

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The first question manifests itself from the SL63-borrowed 7-speed MCT transmission and 6.2-litre, naturally-aspirated powerhouse. The torque converter auto had to be canned in favour of the wet-clutch automated manual to achieve 100 millisecond shifts (high torque makes for slower upchanges) and, by interrupting ignition and injection, the V8 momentarily shuts up to six cylinders to do so. There’s a calm but ever-present burble behind your ears when you set the gearbox to its ‘Controlled efficiency’ setting, but turn the dial to ‘Sport’ or ‘Sport Plus’, where the red line of the tachometre is your friend, and the burble turns into a raucous and raspy roar. It’s similar in its output to a G55, yet it’s more urgent and angry. When you’re on a smooth road and find traction (and you often do), it’s an eruption worthy of Bruce Banner turning into The Hulk.

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Peel away the skin on that front end and it gets interesting. Forward of the A-pillar, it’s all new. The rear carries over the E’s air springs to keep ride height constant, but the front now has steel springs for feel and alertness and the helm has been quickened by 12 per cent at 90 degrees either side of the dead ahead, to give added responsiveness without a feeling of artificial weight. It’s instantly feelsome, direct and provides a healthy dose of feedback. After the brief initial roll it’s as rigid as a 1840kg saloon can be. Far more than you’d expect, in fact.

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In the dampers’ ‘Comfort’ setting, it’s relaxed but still taut. In ‘Sport’ it gets decidedly firmer but the chassis manages to not be too disturbed. And above that, in Sport Plus, it gets serious, relaying just above everything the road has to offer. You can almost tell how old the painted road markings are. I know those three letters at the back stand for Aufrecht Melcher Grossaspach and not Amorphous Melifluous and Gentle, but this isn’t what I expected of an E-Class.
Reaffirming myself with the XFR – quickly stepping into the seat and blasting the air-con right up – is a comforting experience that almost makes you coo at it. If you’re having a bad day, it gives you a touch of equanimity with its cool tones and modernity.

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Despite the lighter, more powerful Merc being faster on paper and having a 0.4sec lead in the dash to 100kph, the Jag has the legs at over 120kph, creating a gap to the E63 and extending it as the speeds increase. It’s also faster in the real world. The slightly spongy pedal might not give you much confidence, but the reaction you get from it is far more pronounced, the torque more exploitable and the brilliant ZF auto ready to react. And though this is a more subjective matter, I’m not a fan of the E63’s thick and cold aluminium paddles, much preferring the neat plastic ones in the XFR. The box itself is cleaner in its shifts and is more in tune with the car. Changes in the E63 are made in no time, but there’s always a delay between finger flick and actual cog-swapping.

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In these super-sticky conditions, reaching the peripheries of grip requires some large gonads, yet the Jag is noticeably the first one to wave the white flag. Looking at the spec sheets later, my suspicion that the XFR is longer, has a bigger wheelbase and narrower track are confirmed. Switch off the stability control and the XFR starts wagging its tail at will. If you’re ready for it and are intent on making a drift out of it, it’ll not only co-operate but encourage you. But go for a smooth line and I’m convinced it’s faster if you leave it in the half-way house Trac DSC mode.

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The E63 has no such elasticity. It hides its back end well. It actually doesn’t feel too dissimilar to the E500 coupe we tested a few months ago in the way it moves. Even four-up, it remains rock-steady. You wouldn’t call the Jag a pudding, but when set against the E63, the best way I can describe it is that it’s a touch more ‘marshmallowy’.
The Merc’s rear Michelins are identical in width to the XFR’s Dunlops, but once it settles into the bend, the E hunkers down, claws at the road and maintains strong forward momentum more effectively than the Jag. All the while, it conveys messages though your buttocks and through your fingers, almost informing you in advance of the onset of under- or oversteer. Driving the E63, there are no unknown unknowns, as ex-US Defence Secretary Donald Rumsfled would say. The 40 per cent locking diff also helps. However, the fact it’s a $2814 option that should be standard, doesn’t.

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There’s an unmistakable feeling of solidity. Cornering composure, resistance of controls, progressive pedals, steering weight, tactile interior, the punchy gearshifs – all give a somewhat heavy duty feel. In Guy Ritchie’s film Snatch, there’s a scene where the Russian gangster Boris the Blade, tries to sell a Smith&Wesson hand gun to the unlucky Tommy. The two sit opposite each other. ‘Heavy is good. Heavy is reliable,’ says Boris in his sales pitch. ‘If it doesn’t work, you can always hit him with it.’ If the E63 was a gun, it’d probably be that Smith&Wesson 681.

The mix of big engine, rear-wheel drive and enough room for five and their luggage is the common, ever-appealing formula here. The execution? Well that’s very different.

One thing does hold the Merc back – its $118,250 price tag. And that’s the starting price. Tick a few tempting options like the 19in forged wheels ($2195) and exterior carbon package ($5065) and you’re well over that. A minor quibble in this price range? I think not.

With the CLK Black and C63, there was a reputation to be upheld, and AMG has done so. The Affalterbach boys deserve a pat on the back – the E63 is a worthy successor.

With thanks to Emirates Motor Company and Mercedes-Benz Abu Dhabi for the loan of the E63

Feature // Executive Muscle // Jaguar XFR v’s E63 AMG

Phil McGovern

Feature // Executive Muscle // Jaguar XFR v’s E63 AMG

Phil McGovern

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