2012 Mercedes-Benz E63 AMG Wagon

2012 Mercedes-Benz E63 AMG Wagon 2012 Mercedes-Benz E63 AMG Wagon
Instrumented Test

No one needs a 500-plus-hp family wagon. To want, desire, or even lust for such a beast, however, seems to us a perfectly rational and natural response. One could argue that any of the current crop of androgynous crossovers is equally capable of performing everyday familial duties, and at a price less than one-fifth that of this E63 AMG wagon. Of course, those presenting the argument likely have never experienced the thrust provided by the E63’s hand-assembled V-8. We have, and it’s time to argue.

After a few attempts at plastering cereal bits, wayward Happy Meal figurines, and sippy cups against the wagon’s back window with applications of the right pedal, logical arguments of practicality or restraint became moot. Rest assured, no children were harmed in the testing of this Mercedes—we made sure they were dropped off at school beforehand. Too bad for them; it’s not every day you get to ride in a 175-mph station wagon.

More Interior Volume, Less Displacement

Like the E63 sedan and most of AMG’s other “63” vehicles, the wagon has moved to a downsized engine. That means this 2012 model’s 63 badge is even further from the truth, as the 6.2-liter V-8 has been replaced by a twin-turbo 5.5-liter. Standard power is the same as before (518 hp); torque rises by 51 lb-ft—the Performance pack adds to those figures, providing totals of 550 hp and 590 lb-ft. At the same time, EPA mileage ratings for the five-door E63 AMG come in at 15 mpg city and 23 highway compared with 13 and 18 before. Our as-tested fuel economy was 15 mpg.

A variety of operational modes—comfort, sport, sport plus, manual—are available to alter the behavior and shift response of the seven-speed automatic. All these settings allow control via steering-wheel-mounted paddles, and a race start function optimizes all systems for quick, computer-aided launches. Conveniently, drivers can mix and match corresponding adaptive air-suspension settings to optimize the experience; e.g., you can select sport plus for the gearbox and run the suspension in comfort. The AMG über-button allows drivers to store their favorite settings for instant recall.

So complete is the joy of ripping off 12.1-second quarter-mile times in a wagon with room for five and the family dog that you’ll actually look forward to long excursions. It’s as if “Big Daddy” Don Garlits had a drag car purpose-built for Take Your Children to Work Day. Under hard acceleration, a short, guttural brumpffff from the exhaust accompanies upshifts, and trust us, it sounds sexier than it reads.

This wagon handles well, too, sticking in the corners far better than any 4547-pound station wagon has a right to. Part of the credit goes to its massive Continental ContiSportContact SP tires (255/35 front, 285/30 rear) mounted on 19-inch, 10-spoke AMG wheels. Give the gas pedal too abrupt an input or push too hard in the corners, though, and the electronic stability aids step in after a few milliseconds of fun/panic. The steering is familiar from the current E-class AMG sedan. It’s quick but not twitchy, requiring 2.7 turns lock-to-lock. Turn-in is precise, but at times you’ll want to add a little extra encouragement from the accelerator to push the rear end out and revector the nose; broken pavement expedites sideways wheel hop out of corners before the traction control catches it. We recorded 0.90 g of grip in our testing, 0.05 g better than in a 2012 E350 4MATIC wagon we tested earlier this year.

Braking is handled by six-piston calipers and vented, cross-drilled rotors in front; four-piston units handle the rear. Both sets employ AMG-specific high-performance pads. Combined, they managed to haul the wagon to a stop from 70 mph in 153 feet—that’s six fewer feet than the pedestrian E350 4MATIC wagon needs. Bite is firm and progressive, but if you’re expecting the kind of intuitive and communicative pedal feedback that’s present in lighter, sportier vehicles, you will be sadly disappointed. Perhaps you’ll want to upgrade to the $12,625 optional carbon-ceramic brakes.