Peugeot RCZ

The all new 2010 Peugeot RCZ represents the best value proposition for a 2+2 sports car in Australia today.

Peugeot has decided to step up its game. The all new RCZ is set to take on the Audi TT, BMW 1 Series Coupe as well as the Nissan 370Z. Despite being considerably cheaper, it’s arguably also the best looking and most sophisticated car in its class.

To celebrate the launch of the new RCZ in Australia, the French company took a group of automotive journalists to sunny Cairns to drive through the beautiful roads of Captain Cook Highway.

The RCZ is the first car by Peugeot not to carry numerical naming. The letters officially don’t stand for anything, but some would tell you it means Rally Car Z. Peugeot decided to call it as such to showcase its uniqueness. After-all, this is the halo car for the brand and is expected to attract new buyers to Peugeot.

From the outside it’s rather hard to fault the design. It’s French, but it’s not your typical Peugeot elongated quirky design that polarises opinion. A few may not like the look of the RCZ, but most will. It’s gorgeous from the front, rear, side and pretty much any other angle as well.

The double-bubble roof and twin aluminium roof arches are two of the most unique features in a modern mass produced car today. Add in Peugeot’s rather peculiar styling and all of sudden the RCZ has a certain presence to it.

Adding to its design, the rear makes use of an ‘active’ spoiler which is either deployed manually or automatically. Once you hit 85 km/h it will deploy by 19 degrees and further extends to 34 degrees once you hit 155km/h (but don’t tell that to the cops, because surely no one travels at 155 km/h).

The design signifies what the French company can do. Based on the 308 platform the RCZ is Peugeot’s chance to show off. If you see one of these drive past you, you will instantly know it’s unique. You can’t really say that about an Audi TT anymore, nor a BMW 1 Series Coupe.

I liken its design very much to the Audi R8, it has the same flat, really low centre of gravity look to it. It hugs the road even when it’s sitting still. It has its paws stretched as wide as possible to gain maximum road grip. Being a Peugeot you expect it to handle well but the RCZ takes your expectations and pushes them to a new level.

Peugeot is no longer producing high performance sports cars, or even everyday hot hatches (having dropped the 207 GTI). So the RCZ has a lot to prove.

Nonetheless, the Peugeot RCZ isn’t a performance sports car so to speak. It’s going up against the Audi TT, but not against the Audi TT-S or Audi TT-RS. It’s targeting the base 1.8-litre model. Similarly, it’s not going up against the BMW 135i Coupe which is much more expensive.

The RCZ range in Australia consists of three different variants, a 1.6-litre high output 147 kW petrol turbo mated to a six-speed manual, the same engine with a lower output of 115 kW mated to a six-speed automatic or, my pick of the bunch, the 2.0-litre Hdi turbodiesel mated to a six-speed manual.

The range starts at $54,990* and ends at $54,990*. Yep, no typo there. Peugeot Australia has managed to bring all variants in at the exact same price. This will help buyers chose the right car regardless of price, according to the company.

It is a clever idea. As all variants tend to even each other out (diesel, automatic petrol or high output petrol manual being the draw cards) so I suppose to questions comes down to, what are you actually after?

At 55g, the RCZ is a great value proposition. Unless you’re going for a base model 1 Series Coupe, the competition is going to find it hard hard to compete on price.

You may not put Audi and BMW in the same league as Peugeot, but frankly, if Nissan can do such a good job with the 370Z, the French should be able to add their European flavour and do it their way too.

Facts and figures aside, how does it drive? During the two day launch I had the opportunity to drive the high output petrol (147 kW – 275 Nm) as well as the diesel (120 kW – 340 Nm). Both of these variants are good in their own way.

Starting off with the petrol, my co-driver and I began our trip up Captain Cook Highway through what seemed like hours of twisty mountain roads only meters away from the ocean. A beautiful scenic drive if you happen to live up in north Queensland.

Chuck the RCZ around a few switchback left and right corners and it becomes rather obvious that it’s not going to budge. You have to work rather hard to make it understeer and when it does, it tends to regain it self rather quickly (the nanny-controls let you have some fun first). It’s helped in part by its low centre of gravity as well Peugeot’s emphasis on balanced chassis engineering. Although it’s based on the 308 platform, the RCZ is wider by 30 mm, with wider front (+44 mm) and rear (+63 mm) tracks.

The power delivery in the high-output petrol is overly linear, so much so that it’s almost a chore to figure out when the turbo actually kicks. Nonetheless, I did find myself occasionally stuck at the end of second on the rev-limiter or sitting in low RPM in third gear without much boost. The gearing is perhaps not best suited to tight and twisty mountain roads.

There are two types of sports cars in the world. Ones that are built to be sports car and others that are forced to be sports cars. The RCZ is of the first kind. Its driving characteristics easily reinforce that belief. My only initial issue was the light clutch, but that’s something you can quickly get used to. The manual gearbox is easy to use, even in traffic. If you like your sports cars then you’d have to be mad not to pick the diesel or high-output petrol variant over the low output automatic petrol.

Speaking of the diesel, although it goes from 0-100km/ in 8.2 seconds (compared to 7.5 for the 147 kW petrol), its monumental torque (340 Nm at just 2,000 RPM) means it flys out of corners a lot easier. On a twisty stretch of mountain road, it would be hard to say the petrol is actually quicker given the pull you get from the diesel. The downside, at least from my short drive in the diesel, was slightly more understeer. Perhaps due to the heavier engine at the front, it was just that little bit easier to get the front tyres out of line.

Even so, as far as handling goes both diesel and high-output petrol variants will leave the base model Audi TT for dead.

Peugeot says buyers of the RCZ love to stand out and that for the most part, they love their form over function. So you have to wonder then, why the interior is so functional? So much so that it’s almost worth criticising for its rather unimaginative design. Don’t get me wrong, I very much like the interior as a whole, everything is exactly where you’d expect it to be and it all works rather well (including bluetooth audio which took all of 10 seconds to setup) but it would be nice to see Peugeot take a few more risks and design a more ‘out there’ type interior, especially for their halo car.

The seats are covered in high quality leather and capable of three-way electric adjustment. They can do with more side support, but still do a good job of holding you in. The dashboard and parts of the door are wrapped in “Nabuck”, a leather-like material that feels great to touch and adds a great deal of ambience to the cabin. You can option this out to real leather for an extra $1,500, but the Australia sun will kill it within a few years.

The rest of the interior is very much taken directly out of Peugeot’s parts catalogue. It would’ve been nice to see some of the more modern technical features of the 3008 (e.g. head up display) in the RCZ.

On a side note, it’s worth pointing out that given the French like to use a bit of aluminium around the cabin, it can mean some seriously hot switch gear when left in the Queensland sun. The first word out of my mouth after touching the gear knob of our RCZ was not G rated. My co-driver had to sit his cold drink above the gear knob to cool it down before we got started.

The boot is surprisingly large at 384 litres (760 litres when the rear seats are folded back down). You can easily fit the whole week’s shopping in without too much pain. Although if you do happen to have a puncture, you will soon realise the space comes at the price of a full-size spare wheel or even a space saver. All you get is a can of goo to get you to a tyre specialist. Much more likely (and safer) to just call roadside assist.

Although I keep referring to it as a French car, RCZ is actually built by Magna Steyr in Austria. Never heard of them? Not to worry, they have built many models for a whole range of manufacturers before. Alongside the RCZ they are also currently building the Aston Martin Rapide. So the bar is set rather high.

Safety is paramount, as expected from all manufacturers these days. There are two adaptive front airbags as well as two side airbags. Electronic Stability Program (ESP) is provided by Bosch (8.1 system with ABS, EBA, EBD, ASR and Hill Assist). If none of that makes sense to you, it means it’s much harder to crash the RCZ than you’d think. There is also an active bonnet system which helps minimise physical impact to pedestrians in case of an accident. It works by raising the bonnet by 55mm to avoid hard contact with engine components.

Peugeot expects to sell about 400 RCZs in Australia per year. The first 60 already have a deposit on them and there are hundreds of other interested buyers expected to test drive in the coming weeks.

If you’re interested in buying one of these, I should point out there is a special edition RCZ 200 year anniversary limited edition model coming in December. That adds pearlescent white or black exterior colour, carbon fibre roof, wing mirrors, 19″ wheels, black brake callipers as well as a black grille. It will retail for $62,490*.

The Peugeot RCZ is a brilliant car for the price. It’s arguably the best looking car in its class with above average performance and comes packed with a whole heap of standard features.

Three personalisation packages will also be available from launch:

SPORTIF PACK ONE ($4000):

19in “Sortilege” Matt Black Onyx wheels
Black painted brake calipers
Carbon roof in gloss finish
Black painted mirror shells (Perla Nera)
Black painted front grille (gloss)
Aluminium roof arches in black chrome finish
For body colours Opal White, Pearl White and Mercury Grey

SPORTIF PACK TWO ($4000):

19in “Sortilege” Midnight Silver wheels
Black painted brake calipers
Carbon roof in gloss finish
Black painted mirror shells (Perla Nera)
Black painted front grille (gloss)
Aluminium roof arches in black chrome finish
For all other body colours

ELAN PACK ($3000):

19in “Solstice” Black Onyx wheels
Carbon roof in satin finish
Black painted mirror shells (Perla Nera)
Black painted front grille (gloss).

All three variants of the 2010 Peugeot RCZ start at $54,990.

2010 KIA Cerato

AN UNLIMITED FIVE-YEAR warranty is, at the least, a sign of confidence. Kia's advertised faith in the robustness of its model line-up is either well-founded, or marketing bravado. If the latter, there may be some hefty warranty claims ahead for the ‘second Korean’.

Let's face it: Australian conditions can be tough on cars. And some Australian drivers were born without the mechanical sympathy gene. More than a few of those Kias will have to withstand five years of hard labour before the warranty expires.
So, faced with a 2010 Kia Cerato SLi manual long-term test car, we were interested in finding out how well it would cope with three months of solid graft – the kind of off-hand treatment a family might subject it to.

In all, we covered more than 10,000 kilometres in ‘our’ metallic grey Cerato; most of them running back and forth to the farm loaded up with dogs, ice-creams, power tools, paint tins, chainsaw, oil-drum, potting mix and assorted family ballast.

Add a daily section of road with teeth-rattling corrugations, plus a long gravel drive, and we've got a 'real world' long term test – one, you’d reckon, that would hunt out any weaknesses sitting just below the skin.
We also stretched its legs a few times over our preferred 'test track' (... er, responsibly bro...) to put the little Cerato's dynamic capabilities under the microscope.

So, how did it go? After three relatively unkind months you'd expect a few rough edges emerging in the inexpensive Korean wouldn't you – you know, squeaking plastics, some scratches, a few rattles, perhaps something breaking or a knock coming from below?

Well, no, nothing. Aside from a cracked windscreen and a few doggy nose-prints on the back windows, the robust little Cerato bore no battle scars.

Mechanically, and in the interior, it remained as tight as a drum. In fact, a quick wash and interior detail on the run back to Kia, and the Cerato looked no worse for its three months of wear.

Importantly, it was still an enjoyable drive.

Kia has something special with the Cerato. Dynamically, and for style, there is a chasm between this generation and the older model. This car, of any model in Kia's line-up, is the one that will break the ice for the brand in Australia.

If it is ever going to put any pressure on the established brands, Kia is going to have to grab increasing numbers of younger buyers and small families. And that's where the Cerato comes in.

Now, sure, the Cerato is far from perfect. There are some surprising things that Kia has got almost completely wrong (that could so easily have been engineered right).

But for inexpensive family transport in a quite stylish package, one that does most things pretty well - and is built like a vault - the Cerato takes some tossing.
So, in the more heavily-featured SLi model, what do you get for your $25,990 recommended drive-away price besides a well-built and family-friendly small four-door?

From any angle, you get a nicely-styled small car.

The Cerato attracts more than a fair share of positive comment for its balanced purposeful lines. Some think it is Honda-esque, with echoes of the Accord Euro,

Whatever… the Cerato's edgy frontal treatment, sculptured front guards and blistered wheel-arches all look pretty damn good.

To these eyes, for style, it's a cut above any other Korean car we've seen in this market. We had the range-topping SLi model with the five-speed manual box. (The auto is $2k pricier but otherwise identical.)

Like the Koup, the Cerato offers a lot for its relatively modest price. There are good drive-away deals for the manual SLi at the moment. We could find dealers prepared to shake at $24,190 drive-away.

The standard S version with the same willing 2.0 litre VVT engine offers even better value. You’ll find it as low as $18,990 drive-away for ’09-plated cars.

At those prices, each represents good buying and a good saving over the recommended RRP.

Most importantly for value-conscious buyers, the Cerato won't shake itself to bits over the first stretch of corrugations. It's a solid little unit; at the wheel it feels very robust – like it's built like a brick.

With this long-term review, we won't dwell on the styling, interior or mechanical package. Each has been well-covered in earlier TMR reviews (Kia Cerato SLi Road Test Review).

Suffice to say, for exterior and interior style, the Cerato is one of the sharper-looking cars in its segment.
In 'the round', there is a balance and assuredness to its lines that suggest it will not quickly date. To these eyes, it more than holds its own against competitors like the Corolla, Civic, Hyundai i30 and – some might disagree here – the Mazda3.

In fact, inside and out there is a lot to commend in the well thought-out Cerato. It's not at the head of the segment, but it's not bringing up the rear either.

The graphite metal highlights on the doors and dash are a nice touch, instruments are clear and legible, and, in the SLi, the multifunction leather-bound steering wheel with cruise and audio controls feels 'right'.

Family buyers will also be pleased to discover that the interior fabrics would appear quite hard-wearing. They are also, as we found, easily cleaned.

More to the same point, the interior plastics aren't bad either: there were no scratches from little paws after a number of trips with two terrier dogs in the back seat.

There is plenty on offer under the bonnet as well. The Cerato's 2.0 litre four-cylinder petrol engine develops a healthy 115kW and 194Nm, giving it, on paper at least, class-leading bragging rights.

On the road those figures don't work quite so well. The less-powerful Mazda3 (108kW and 182Nm) feels more eager and agile.

That said, the Cerato is no slouch. Provided you've tucked a few revs into its skirt, it can be hustled along pretty vigorously.

With a lazy fifth (for improved highway fuel consumption), you need to drop things back a cog or two if you need to overtake quickly, or if faced with a long incline.

But slot it back and it will pull strongly above 4000rpm.

It also makes the right noises, rising to an edgy rasp when stretching things out and only getting a little thrashy right at the top of the rev-band.

So, no complaints with the engine: good unit. There are also no complaints with the feel of the manual shift.

It's very good: the gate is precise, the shift ‘centres’ nicely between third and fourth, and the throw of the well-weighted lever is short and accurate. (Only the ham-fisted could miss a cog.)

But the ratios – my God they're awful. Worse than that, first and second gear ratios are simply completely wrong.

First is way too low to be of any use. Combined with a light clutch pedal with simply no feel (although a little improved after a mid-term update to the range), and it is almost impossible to get away from the line smoothly. And if you're in a rush, prepare for some awkward moments of lurching and over-revving.

The only way to get away cleanly and quickly is to load up the revs, slip the clutch like mad in first for a second or two, then grab second.

But that helps things only marginally. Second is also too low. And no matter how many revs you've got on board there is a moment of hesitation (like a momentary 'bogging down') before it gets back on the nail.

Into third - with a full 1600rpm gap between it and second - and it again bogs down momentarily.

Into fourth and fifth, blessed relief, things are fine. It remains absolutely mystifying though, that in building a car that has so many things right, Kia can have got the gear ratios so arse-about.

It's not a deal breaker but it can be pretty darn annoying. I will choose a manual over an auto every time, except perhaps in the Cerato.

On the road, when pushing things, there is a happier tale to tell. The Cerato is reasonably well-composed, even over rougher tarmac. The suspension leans to comfort: it’s set up for initial compliance, and is free from jarring over all but the very worst surfaces.

If really on the hammer through, mid-corner bumps can occasionally catch the back out – it can give a little unexpected skip sideways which, although easily managed, will quickly concentrate the mind.

NVH is surprisingly and commendably good. We expected something a little more ‘raw’ and certainly less-refined than the Cerato proved to be. There is little wind noise, and, even on coarser tarmac, the Cerato is pretty quiet.

Again, it’s not the best in the segment, but it is better than average and very easy to live with on a longer drive.

For inexpensive motoring, the Cerato feels far from cheap. It offers genuine value in a robust and well put-together package.

It’s not without a couple of important dynamic flaws, but three months of hard graft and we couldn’t belt a rattle out of it.

More to the point, it grew on us more as the weeks at the wheel wore on. If you’re in the market for a small car (that offers mid-size interior space), one that can handle the rigours of the family and feels at home on Aussie roads, the Cerato is worth a very close look.

If there was any doubt, like Hyundai with the i30, the Cerato is proof that Kia has arrived.

With the diesel engine from the Soul under its shapely bonnet, it would really shake up the segment. Perhaps you might ask Kia what their plans are for a diesel version.

2010 Mercedes-Benz E63 AMG

2010 Mercedes-Benz E63 AMG Specifications
Chassis
Wheels Available forged 19-inch AMG light-alloy wheels
Tires Front 255/35 R 19
Tires Rear 285/30 R 19
Suspension AMG RIDE CONTROL sports suspension with steel-spring front struts, rear air AMG air suspension
Drivetrain
Layout Front Engine, RWD
Transmission AMG SPEEDSHIFT MCT 7-speed sports transmission
Differential Electronic locking LSD with ESP selectable suspension characteristics
Engine
Type: Handbuilt AMG V8 introduced on SL63 AMG Roadster
Displacement 6.2 liters
Induction Naturally aspirated
Horsepower 525 bhp
Torque 465 lb-ft. (630 Nm)
Performance
Acceleration (0-100 km/h) 4.5 seconds
Top Speed 155 mph, electronically limited
Base Price: 2010 Mercedes-Benz E63 AMG: Unreleased, rumored $80,000.


2010 E63 AMG Gets SL63 AMG Motor, Completely Reworked Suspension

Want a recipe for a super-exciting four door sport sedan? Drop in a handbuilt AMG powerplant from your most expensive sports car into the otherwise-tame 4 door E-Class, boost the suspension and slow-down-and-stop, add some bling and call it a day. The 2010 Mercedes-Benz E63 AMG gets the same powerplant as AMG's own SL63, and on-road experience in the latter car shows this motor is truly breathtaking.

Say what you will about the new 2010 E-Class's styling, but in AMG trim the rather ordinary new E gets its chance to look good for the cameras, if you manage to catch one on the road going slowly enough to get a good look.

The E63 AMG is more than a new body and a big motor, and seems to have received the little touches that will allow it to finally compete with the best from BMW and Audi in the driving dynamics department. The E AMG no longer uses a torque converter psuedo-manual, canning that outdated technology in favor of a 7-speed automanual featuring a wet-sump clutch constantly submerged in an oil bath for smooth shifts and protection against wear.

The E63 suspension system is completely revised, with a new steel-springed strut setup up front and an AMG-specific air suspension out back, with all the expected launch and stability controls and other annoyances. Thankfully, the nannies can be sent home for the most part when the 2010 E63 AMG is put into sport mode.

Deliveries for the latest and greatest E-Class begin this August in Europe, with a US release date quick to follow in November 2009. Base price info has not yet been released, but expect something in the $70,000-$85,000 range.

-RSportsCars





The E 63 AMG – the new generation of dynamic, sports saloon with day-to-day suitability

Official Mercedes-Benz Press Release

Affalterbach – AMG is kicking off the new 2009 motoring season with a new dynamism: shortly after the launch of the new E-Class, the high-performance brand within Mercedes-Benz Cars is presenting the new E 63 AMG. This dynamic sports saloon with day-to-day suitability impresses with outstanding performance, thrilling handling characteristics and a technology transfer from the SL 63 AMG high-performance Roadster.

The new E 63 AMG distinguishes itself from the regular Mercedes-Benz E-Class models with a completely newly developed AMG RIDE CONTROL sports suspension with electronically controlled damping and a new front axle, and with its autonomous exterior and interior design. At the same time Mercedes-AMG has achieved a reduction in fuel consumption by almost 12 percent for the new E 63 AMG, thanks to the concerted use of fuel efficiency measures. With its unique combination of pioneering driver assistance systems, the E 63 AMG further consolidates the brand's leading position in the field of automotive safety.

The AMG 6.3-litre V8 engine in the new E 63 AMG develops a power output of 525 hp and a torque figure of 630 Nm, matching the outstanding figures for the SL 63 AMG. The high-performance Roadster has also donated its AMG SPEEDSHIFT MCT 7-speed sports transmission to the new model. It dispenses with a conventional torque converter and uses a compact, wet start-up clutch. In conjunction with the four individual driving modes, the throttle-blipping and RACE START functions, the resulting, direct connection to the powertrain allows an extremely emotional and highly dynamic driving experience.

The drive unit is unique in this segment, and ensures sporty performance figures: the E 63 AMG accelerates from 0-62 mph in just 4.5 seconds, with a top speed of 155 mph (electronically limited). The fast-revving, naturally aspirated engine with a displacement of 6208 cc impresses with its agile responsiveness, muscular power delivery and great flexibility. The newly composed AMG V8 sound is a thrilling accompaniment mile after mile, while the smooth-running engine guarantees typical Mercedes-Benz long-distance comfort. A newly designed water cooling system ensures maximum endurance even under the enormous dynamic stresses of the racetrack.

Fuel consumption cut by almost 12 percent

Despite 11 hp of additional output versus the preceding model, the fuel consumption of the new E 63 AMG has been significantly improved. It now returns 22.4 mpg, 2.6 mpg more than then previous car (NEDC combined consumption, provisional figure), and leads the field among sports saloons developing more than 500 hp. This progress has been made possible by a package of efficiency-enhancing measures. These include on-demand delivery of fuel and generator management with recuperation of braking energy on the overrun, both of which are standard in the new E 63 AMG. In-engine friction is also reduced by the AMG-exclusive twin-wire arc spray coating process used on the cylinder walls.

The AMG SPEEDSHIFT MCT 7-speed sports transmission also makes a decisive contribution to fuel economy: a wet start-up clutch running in an oil bath replaces the previous torque converter. This unit responds extremely rapidly, dynamically and without the losses typical of a torque converter transmission thanks to its low rotational inertia. The transmission is equipped with four driving modes: "C" (Controlled Efficiency), "S" (Sport), "S+" (Sport plus) and "M" (Manual), which can be selected using a rotary electronic switch in the AMG DRIVE UNIT. Partial suppression of individual cylinders by interrupting ignition and injection during gearshifts under full load leads to considerably faster shift times. In M mode the AMG SPEEDSHIFT MCT 7-speed sports transmission allows gearshifts to be performed in 100 milliseconds.

In the even more fuel-efficient driving mode Controlled Efficiency, the transmission shifts the gears decidedly smoothly, and the transmission control unit is programmed to perform early upshifts to keep engine speeds as low as possible. At the same time the AMG SPEEDSHIFT MCT 7-speed sports transmission meets the most demanding requirements where driving dynamics are concerned: fast and precise multiple downshifts ensure first-class agility in conjunction with the automatic throttle-blipping and RACE START function: this enables the E 63 AMG driver to call on the maximum acceleration potential automatically.

Electronically controlled damping system and a new front axle

Sporty or more comfort-oriented? The driver of the new Mercedes-Benz E 63 AMG is not obliged to accept any compromises in this respect. The AMG RIDE CONTROL sports suspension copes equally well with the agile manoeuvres of the racetrack and more comfortable, sedate driving. High performance and typical Mercedes-Benz long-distance comfort go together as an extraordinary synthesis in the E 63 AMG. This is made possible by the newly developed AMG RIDE CONTROL sports suspension. While new steel spring struts are used on the front axle, the rear suspension features AMG-specific air springs. The advantage of this solution, which is exclusive to AMG, is that the front spring struts ensure more sensitive responses while the rear air struts with their automatic level control system keep the vehicle at a constant height irrespective of the load.

A new, electronically controlled damping system automatically varies the damping characteristics according to the driving situation, reducing the roll angle of the body. The result is instant adjustment to provide the best possible ride comfort together with the greatest possible agility. In addition the driver is able to choose between the three suspension modes of Comfort, Sport and Sport plus at the touch of a button. The E 63 AMG is also equipped with a newly developed, dedicated front axle with a 56 mm wider track, a tubular stabiliser, new control arms, new wheel bearings, new elastokinematics and new wheel location for more negative camber – thereby providing more grip when taking bends at speed. The AMG-specific kinematics also ensure significantly more precision. This is a highly sophisticated axle design whose principle has already proved its worth in the C 63 AMG. The rear axle likewise has more negative camber, optimised elastokinematics and a new subframe mounting for greater stability at the physical limits.

Newly developed power steering and individual 3-stage ESP®

For more direct responsiveness, the speed-sensitive rack-and-pinion steering is also a new development. The steering ratio of 14 : 1 is 22 percent more direct than in the standard production models, while a more rigid steering column plus the reconfigured characteristic mapping of the speed-sensitive servo assistance ensure better steering precision and improved road contact.

The 3-stage ESP® familiar from the SL 63 AMG and C 63 AMG enables individual settings to be selected – with clear benefits in terms of driving pleasure combined with the same, high level of handling safety. The ESP® key in the AMG DRIVE UNIT allows the driver to choose between "ESP ON", "ESP SPORT" and "ESP OFF" – with the currently active mode shown in the central display of the AMG instrument cluster. Perfect deceleration even when driving extremely briskly is ensured by the AMG high-performance braking system with 360 mm, internally ventilated and perforated brake discs all-round. Particularly resistant, motorsports-tested composite technology is used at the front axle. Outstanding grip is ensured by the 18-inch AMG light-alloy wheels with a width of nine and 9.5 inches and mixed tyre sizes of 255/40 R 18 at the front and 285/35 R 18 at the rear.

Decidedly dynamic interior and exterior

The decidedly dynamic design of the E 63 AMG is fully in keeping with the uncompromisingly sporty technology. The front aspect is characterised by 17 mm wider wings bearing "6.3 AMG" lettering, the new AMG front apron with large air intake apertures and the AMG-specific daytime driving lights using LED technology. In conjunction with the standard Intelligent Light System, the E 63 AMG is equipped with tinted main headlamps. The striking visual presence is further enhanced by the AMG side skirts and AMG rear apron with a black diffuser insert. As a hallmark of the brand, the AMG sports exhaust system has two newly designed, chrome-plated twin tailpipes.

The newly designed interior of the E 63 AMG is an exciting blend of high-grade materials and functional sportiness. Exclusive features include the dedicated, electrically adjustable AMG sports seats with improved lateral support and the AMG sports steering wheel in a four-spoke design with AMG shift paddles. As a completely new feature exclusive to the E 63 AMG, the AMG selector lever has one-touch logic. Directly adjacent to it in the centre console is the AMG DRIVE UNIT, which provides adjustments for the MCT sports transmission, the ESP functions, the suspension set-up and the AMG driving modes. Standard equipment also includes high-grade nappa leather upholstery in three different colours, the AMG instrument cluster with an AMG main menu, door entry sills with AMG lettering and a sports pedal cluster – both in brushed stainless steel.

Even more individuality with tailor-made AMG extras

Customers requiring even more sporty individuality are catered for by the AMG PERFORMANCE STUDIO: the E 63 AMG can be dynamically enhanced with the Performance Package. This includes the following:

* Lightweight, forged 19-inch AMG light-alloy wheels with size 255/35 R 19 tyres at the front and 285/30 R 19 at the rear
* AMG Performance suspension with a stiffer set-up
* AMG rear axle locking differential with 40 percent locking action
* AMG spoiler lip on the boot lid
* AMG Performance steering wheel in a three-spoke design

Optional extras from the AMG PERFORMANCE STUDIO are also individually available:

* Lightweight, forged 19-inch AMG light-alloy wheels with size 255/35 R 19
tyres at the front and 285/30 R 19 at the rear
* AMG rear axle locking differential with 40 percent locking action
* AMG Exterior Carbon package
* AMG Performance steering wheel in a three-spoke design
* AMG carbon-fibre trim in the interior
* Illuminated AMG door entry sills
* AMG floor mats

Active and passive safety at a new level

The top AMG model in the E-Class range traditionally meets the very highest expectations with respect to active and passive safety. Naturally this also applies to the new E 63 AMG: standard features include the new drowsiness detection system ATTENTION ASSIST, the unique preventive occupant protection system PRE-SAFE®, Brake Assist PLUS, seven airbags and crash-responsive NECK-PRO head restraints. On request the safety features can be brought to a level unprecedented in this vehicle class with the Lane Keeping Assist and Blind Spot Assist systems, the PRE-SAFE® Brake with an automatic braking function which can bring the vehicle to a complete stop, Adaptive Highbeam Assist and Night View Assist.

The market launch of the new E 63 AMG will commence in August 2009. UK specifications are still to be confirmed.