The third 911 is known by the fans as the 964. At the time, Porsche said that 85% of the car was new despite having the same shell as the G Series with integrated plastic bumpers.
The 964 arrived under a cloud. In 1989 Porsche was in a fair bit of economic trouble (foreshadowing the near-flameout two decades later) and the 964 had to perform on the dealer floor.
Yeah, it did pretty well. Nearly 100,000 over the five years it was on sale from 1989 to 1994.
The flat-six remained, of course, now at 3.6-litres and producing 184kW (250PS), driving all four wheels. The Carrera 4 lead the launch of the car, before rear-wheel drive returned in 1990 Carrera 2. The 3.6-litre also featured twin-spark ignition, a result of the company’s work with aircraft engines.
Whale tail. You don’t get much more early-90s than that.
There was indeed a lot of new stuff. A retractable rear wing eliminated (scary) rear aero lift, you could specify an automatic transmission with Tiptronic and power steering was standard. And twin airbags followed in the Carrera 2, a few years after their introduction in the 924.
964 911 Turbo – 3.3 to 3.6
Still clean: Porsche said the 964 was 85% new.
The 911 Turbo returned with the old car’s 235 kW (320PS) 3.3-litre before moving to the 3.6-litre base engine from the other 964s in 1994. The latter spun up a handy 265 kW (360 PS). These are rare given the fourth-generation 993 was just around the corner.
In 1992 you could buy the 964 in RS guise again and American buyers could get RS Americas, of which just 71 were built.
911 Speedster
“Turbo look”Speedster. In Retina Ruining Red.This is a good-looking Speedster. The 964 is not.
Amusingly, you could buy a 911 Speedster from 1993. This featured a chopped windscreen, double bubble behind the seats and a modified roof. Based on the Carerra 2 Cabriolet, Porsche built 930 Speedsters and a further 15 with the fat-bottomed turbo bodywork.
I don’t know about you, but I think they look horrific.
Thankfully the 993 was a little more tasteful. Mostly.
Porsche’s second-generation of the decade-old 911 was really just a big facelift. Known as the G model, its growing popularity in the US and the big changes in the global market meant big changes for Porsche’s 2+2.
The G-Series was half-rationalisation – you could only get the 2.7-litre flat-six from the start – and half regulatory. The US had brought in rules that fundamentally ruined the looks of a lot of cars, most famously the MGB. Most American cars were already too ugly to ruin with rubber bumpers.
The new shell featured front and rear bumpers that could deal with 8kmh impacts. The deformable structure behind it meant the bumper could shift up to 50mm before important things started breaking.
The cabin featured three-point seatbelts and integrated headrests to help stop whiplash in rear-enders. In a frontal collision, the new steering wheels featured impact-absorbing materials that were slightly kinder to your face.
Bosch K-Jetronic fuel injection made an appearance in two of the three models, including the S, with power ranging from 110kW (150PS) to 129kW (175PS).
From 1976 the 2.7-litre became 3.0-litres, with an attendant boost in power to 121kW (165PS) for the standard 911.
Outside of the US, the MFI-engined 2.7 had 150kW (210PS).
The G-Series also saw the introduction of Porsche’s famous whale-tail rear wing. Germany’s TUV road authority wasn’t best pleased with the duck tail wing, so the replacement made up for that in Porsche’s home market.
The forgettable 912E also arrived in 1976 for the US market. Powered by a VW four-cylinder (the same as the 1969 engine) from the 914, it only lasted until the 924 arrived on the scene in 1977.
Hello 911 Turbo
The first turbo 911 was the 3.0-litre from 1974. Initially developing 191kW (260PS), the 3.3-litre intercooled machine raised that to 221kW (300PS).
The latter could sprint from 0-100km/h (0-62mph) in a then-astonishing 5.2 seconds. I remind you, it did all this on 1970s tyre technology.
The Eighties
Porsche seemed a little distracted around the end of the 1970s. The 911 had been the company’s mainstay, but changes were coming. The 924, 944 and 928 were all supposed to replace the old timer, but it never happened. Buyers stuck with the 911, preferring it to the V8-powered 928 the company expected them to move to.
The G Series kept on keeping on, with a Cabriolet, Targa and a growing reputation in racing.
In 1978 the standard engine was a 3.0-litre flat-six with 130kW (177PS), the “new” model crowned the 911 SC or Super Carrera. Engine power rose again to 140kW (191PS) and then in 1981 to 150kW (204PS).
Porsche changed from magnesium to aluminium for the engine and even teased the idea of all-wheel drive for the 1981 Cabriolet concept at the Frankfurt Show, but it didn’t make production.
Carrera 3.2
From 1984, the Carrera name returned with an increase in power to 154kW (210PS) for the US market and 172 kW (234 PS) for the rest of civilisation. The 3.2-litre was supposedly 80% new, with tons of changes to the guts for more power and reliability.
The 911 also scored revised underguts like brakes and suspension.
In 1986 a new Bosch system increased power for American-delivered cars, which was cause for some celebration.
The G Series bowed out in 1989 after 15 years in production and in the 25th year of 911 production.
We’re counting down the 911s as launch day for the eighth-generation moves closer. Here we start with the original 911, released fifty-five years ago.
Porsche intended the 356 successor to be called 901 but pesky old Peugeot got in the way. After some no doubt tense discussions – things are rather rosier between the two countries today – Porsche settled on 911.
A hit in the US, the car quickly took hold. Porsche introduced a drop top and in response to US concerns about that style of car’s safety record, the Targa arrived. Billed by Porsche as the safety cabriolet, the Targa’s 20cm wide rollover hoop made it hard to argue the point.
With a rear-mounted engine slung out behind the rear axle, this is proof that Germans have a rich sense of humour.
While those first cars launched with a monstrous 96kW (130PS), the 1966 S brought 118kW (160PS) to the table along with the debut of the Fuchs forged alloy wheel.
If all that power was a bit much, an 81kW (110PS) T might have been more to your liking. Californians in the grip of these new-fangled emissions laws could choose the 911 E (E for injection).
The first cars were absolutely tiny, which meant all that power could get the little machine along at a very decent clip. But, customers being what they are, expected a 2+2 to actually carry +2.
Bigger, calmer, faster.
In 1968 Porsche lengthened the wheelbase by a whopping 57mm to increase interior space. Happily, the change reduced the rear end’s propensity to pass the front-end, a small but important change.
Changes and new models continued apace. In 1969 the air-cooled flat-six went from 1991cc to 2195cc. In 1974 the engine got bigger again, out to 2.4-litres. Power outputs ranged from 96kW (130PS) to 140kW (190PS) and the 911 could now run on standard unleaded.
911 Carrera RS 2.7
In 1973 a second icon was born – the 911 Carrera RS 2.7. The last hurrah for the first-generation, 1525 went out into the wild. As the name suggests, the engine grew again for more power, 154kW (210PS) and a top speed of 245km/h. On 1973 tyres. If you’ll excuse me, I have to throw up.
Styling changes included that super-subtle duck tail wing, red wheels and even more subtle Carrera graphic. The car weighed just 1000kg and went like stink for the day.
These days a Carrera RS in excellent shape will cost you well north of US$1.1m. A concours 911 from the day is easily worth US$1m.
Land Rover’s current purple patch started with the LRX concept penned by Rob Melville, head of McLaren design. Then, as now, Land Rover’s design team is run by Gerry McGovern, the kind of fellow who knows a good thing when he sees it.
After what seems like a hundred years on sale, the car that kicked off the renaissance and introduced the world mud-plugging to Victoria Beckham, has been replaced. The Range Rover Evoque second generation is here and it’s…well it’s pretty similar.
And that’s not a bad thing. The new car is quite stunning and a lovely evolution of the first car. It was such a distinctive thing to start with so messing about with it was only going to lead to Bad Things Happening. The car was still selling strongly and the whole time this new car was in development, it was obvious buyers still loved it.
No pressure, then.
What’s new on Evoque 2?
The new Evoque rolls on the company’s new Premium Transverse Architecture which used to be known as D8. The updated platform can accommodate a new 48-volt mild-hybrid setup (a bit like the new A7’s) and later a plug-in hybrid. It’s still made from steel, though, which probably means the Evoque, like the recent E-Pace, is going to be super-chubby for another generation yet. You can trace it back to former parent Ford it’s so old. Interesting choice to keep it going but the fact E-Pace landed on it meant it’s got years in it yet.
Evoque 2 is the same length as the old one but the wheelbase is 20mm longer to deliver more desperately-needed rear kneeroom. Not much more legroom, though, but hey, every millimetre matters.
The door handles are flush like the Velar’s and there’s a nifty set of new LED headlights that look the business.
[table id=19 /]
All the engines are Ingenium 2.0-litre four-cylinder turbos. The plug-in hybrid will arrive in 2020 and will have a new 147kW 1.5-litre three-cylinder.
The 48V mild hybrid system juices up a battery stored under the car. An integrated starter generator harvests energy on lift-off and braking to charge the battery. The system means the engine can shut off at higher speeds under braking. When you’re heading to a stop, the engine cuts out at 17km/h (a bit over 10mph). That recovered power is then redeployed under acceleration with up to 140Nm of torque, but probably not for very long. At the moment it’s available on the diesels and the 221kW/300PS petrol.
Despite a fairly (un)healthy disregard by many off-roader owners, the Evoque isn’t bad in the rough stuff, with a new version of Terrain Control 2 and it can now wade in up to 600mm of water, which is quite a bit.
Interior and tech
The cabin scores a much-needed upgrade. The old car was looking really old and the InControl screen was tiny by today’s standards. The new screen also handles two new visual aids – a forward camera makes the bonnet “disappear” and a rear facing camera eliminates rearward blind spots.
Like the new Range Rover, there are two stacked displays in the dash, one running InControl and the other the climate system, seats and driveline modes. Jaguar Land Rover has made a big investment to bridge the technology gap to the Germans and there’s even an Apple Watch app.
The new car will go on sale soon and we’ll make a beeline for the quickest one – the 300PS petrol.
In news surprising nobody, BMW has announced the go-really-fast version of the new 8 Series, the BMW M8. I’m certain BMW knows that sounds like “mate” so despite it being my patriotic duty to make fun of it, I’ll refrain.
The 8 Series dripfeed continues apace, with the 8-Series Convertible announcement a couple of days ago and now the hot one. 2019 is a golden year for BMW sports cars already, with the Z4 about to hit the dealers. BMW’s excuse for the press release was to tell us, as per the pictures, final tuning is happening at Estoril in Portugal.
The 8 Series, as we already know, is replacing the funny looking 6, which itself had a lovely M version that felt kind of pointless. It didn’t look any better than the M5 (bitchy, yes) and didn’t then go any better.
The M8 nameplate has been on racetracks for almost a year, too, so that kind of told us what was happening. In Hollywood this is known as exposition.
You’ll be able to tell the M8 apart by a big aggressive front and rear bumpers, quad tailpipes and the fact it’s just blown past you at a gazillion miles an hour.
BMW M8 Drivetrain
The M8 is, as we’re expecting, basically an M5 in drag. Under that lovely long bonnet you’ll find Bavaria’s finest 4.4-litre twin turbo V8 spinning up least 440kW(600PS). For some reason, M is declining to put a final figure on it. Yeah, they’re making a habit of this and I am Not On Board.
We should be able to hear one coming as BMW is fitting an active exhaust. Let’s hope so – if there’s one thing missing from M cars, it’s a good racket.
As with the M5, there’s a switchable xDrive AWD system underneath. BMW says power only goes forward if it’s needed, but switching out the front wheels altogether forces the issue. And the same goes for the transmission – ZF’s utterly brilliant eight-speed is here for you and shifts like a demon.
BMW M8 Chassis
Between the rear wheels is M’s Active Differential, a key part of the M5/M6 concoction since the V10-powered M5. M says it will lock up to 100 percent, which means lurid tail slides a-go-go.
Electromechanical variable assistance steering looks after the pointing of the nose (or the tail when you’re in two-wheel drive).
Expect adaptive damping, too and the brakes are these new-fangled compound brakes.
Standard wheels are 19s with optional 20s. If you don’t get 20s, I don’t even know why you’re here. Actually, I do – a bit of sidewall on an M car never goes astray.
Anything Else?
Yep. It’ll come in coupe, convertible and four-door Gran Coupe versions. I’m quite partial to Gran Coupe BMWs and weep for the underrated 4 Series. And weep it never got an M version.
Wait,what, a BMW M8 Convertible?
Yep. Actually, we missed the press release about the convertible. Again, we knew it was coming but BMW helpfully explained production is underway at Dingolfing.
Arriving in March 2019, you’ll get a choice of twin turbo V8 M850i Drive and 840d xDrive, with more variants coming. Like the 6 Series it replaces, it will have a textile roof which means it won’t have a Sir Mixalot backside.
Mercedes’ entry-level S-Class, the S350d, is up against some stiff competition from a new Audi A8 and always good BMW 7 Series.
Mercedes’ S-Class was an unknown country for me. I was quite taken with the slabby 1990s W140. I loved that you could get it with a V12, I loved that it was so unashamedly big. The backlash when that car came out made me chuckle.
And I roar laughing that everyone complained it weighed two tonnes. That’s normal now. A mid-size SUV can nudge two tonnes.
I’d never driven an S until this year. First I drove the S-Class Coupe for Carsguide which was a bit of a treat. I loved the appealing wackiness of the Curve Mode on the on the S560 and the effortless brawn of the S63 AMG.
The 350d, though, that seemed like an interesting proposition. In a city like Sydney, these cars are used by people who drive others around, so the smaller, more efficient engine made a huge amount of sense. I’d also driven both the new A8 and 7 Series sedans. The opportunity to complete the set was irresistible.
Mercedes-Benz S350d
The S-Class – or Sohnderklasse (special class) – has been around for decades. It’s all about the luxury, of course, despite the aforementioned S560 and S63 likely causing a scuffle with the chauffeur.
The current S Class is tagged W222. Since my so-ugly-its-cool S Class favourite, the W140, curvaceousness has invaded the looks. It’s a bit of an inflated E Class, if I’m to be honest, which isn’t a bad thing. I guess with the revival of the Maybach brand, the more…er…distinguished looks is left to that brand.
The restraint is evident, although the signature nostrils at the edges of the bumpers, framing a gaping intake leave you in no doubt a Merc is coming your way.
Thankfully the melted look of some lighting that has taken hold in some Mercedes models is understated. Crispness is appreciated at this level – its two main rivals are both very calm, cool and collected.
Mercedes-Benz S350d Interior
This is a nice place to be. Stunningly well-built, filled with leather and not with crappy wood, it’s hugely comfortable. A big grey cabin can sometimes come off a bit cold, but this one doesn’t. Lots of brightwork lift the colour although I hate those speaker grilles on the door. The ambient lighting is tuneable to whatever colour you want.
The huge double-slab dashboard and media screen are some of the best in any car today. Lovely high-res imagery, no sense of a lack of horsepower in the graphics chips, it’s a fantastic job. The inclusion of Apple CarPlay and Android Auto on the COMAND-controlled screen is really nice, too. And unlike rival BMW, you won’t have to pay for it.
The seats are big and comfortable, bristling with comfort adjustment. This cabin has become a guilty pleasure of mine.
Mercedes-Benz S350d Drivetrain
The W222 S Class has been around for nearly five years and been home to a bunch of engines, from a 2.2-litre four right up to the mental 6.0-litre twin-turbo V12 (with up to 463 kW (621PS) and 1000Nm).
The 350d has a fairly sedate-sounding 2.9-litre twin-turbo diesel V6. Turns out it isn’t that sedate, belting out a handy-if-not-outstanding 210kW but a very impressive 600Nm.
The engine is hooked up with Mercedes’ rather good nine-speed automatic, designed and built in-house. As is only right and proper, power heads to the rear wheels.
Mercedes-Benz S350d Driving
Look, it’s a big boy. Well over two tonnes, this thing isn’t going to carve the corners.
Or will it?
No, of course not. Don’t be silly. But.
That engine is really good. Practically silent, the nine-speeder’s embarrassment of ratios means there’s a gear for all occasions. Sometimes that means hunting (like the ZF nine-speed) but in the S350d, you’ll rarely find yourself in the wrong gear.
The stupid selector on the steering column makes my blood boil but apart from that, it’s a good cabin. You can really enjoy the S despite its weight via the magic of, er, Magic Body Control. The car reads the road ahead and keeps the dampers tuned to the right set up for what’s coming.
When you put the boot in, it cheerfully finds the corners, is completely untroubled by lumps and bumps and handles pretty much anything you might encounter.
The whole time it’s supple and it’s only when the speeds get a bit silly that you might find yourself wanting to back off. A car this big shouldn’t be this swift but in the past, you’d be actively warned off by the car that you were going too hard.
Will you want to play in the S350d? Probably not that often. It’s a car to waft in and, courtesy of a well-rounded Comfort mode, waft you will. It’s a cocooning sort of experience, ensuring the clamour of the city stays outside along with the weather. The road beneath can be awful (and in Sydney, they are), but it just shrugs it off. I liked that when I had it – it was very, very pleasant indeed.
Would I? Should you?
Would this be my choice? I don’t really know. I like the new A8 very much and the 7 appeals to my Munich sensibilities (I’m not German, I just like BMWs).
The S Class isn’t what I expected, though – I was thinking it was going to be heavy and plush (it is) but also a bit ungainly. Obviously, in 2018, we have the technology to ensure even a car weighing north of 2200kg can be fun.
British supercar maker has unveiled the long-awaited successor to the F1. With a petrol-electric hybrid power train developing over 1000 horsepower.
McLaren F1
The F1’s three-seater interior
McLaren is calling the Speedtail the its first Hyper GT, signalling that it’s a little different to Gordon Murray’s 1992 creation. The F1 was an out and out hypercar, blasting to the 386.4km/h (243mph) but also focussing on driver involvement. The next car to hold the title of fastest production car was the Koenigsegg CCR, a boat of a thing that nobody remembers. I had to look it up. The Bugatti EB110 was in there somewhere too.
Just 106 of the original target of 250 made it out the door. The car was expensive to make and buy and the Asian Financial Crisis hit sales.
The F1 was powered by the genuinely legendary BMW Motorsport S70 V12. You can trace that engine’s descendants into the E46 M3 (straight-six), the E60 M5 (V10) and E90/E92 M3 (V8). It was a no-compromise car – McLaren’s Formula 1 engine supplier at the time was Honda. Toes successfully trodden there, then…
It wasn’t just for the road, of course. The F1 found its way into Le Mans, which it won convincingly and it was the F1 GT LM that gave us the Longtail name, still used today.
So imagine how fast the Speedtail must be…
McLaren Speedtail
Central driving positionRoom for threeOverhead consoleLightweight driver’s seatRear vision cameras
The Speedtail was born BP23. A drip-feed of information revealed it would follow the F1’s three-seater cabin with central driving position. It would be hugely fast. And sales restricted to 106 units, which probably isn’t difficult given its £1.75m (US$2.25m). Before options and taxes, naturally.
Another masterpiece from McLaren Design Director Rob Melville and his team, it’s a massive 5.2 metres long. That’s even longer than the mahoosive BMW X7. Obviously, it’s all in the name of aerodynamics.
The cabin is quite something. Whereas the driver of the F1 had to climb over a thick console, the controls for the Speedtail are in an overhead pod, a bit like the Senna. The driver has three screens in front and then two extra tablets acting as rear vision mirrors. The vision comes via two pop-out cameras. Gordon Murray would have loved that tech in 1992.
McLaren Speedtail Drivetrain
Let’s start with the performance figures first. The P1 could accelerate to 300km/h (186mph) in 16.5 seconds. Not bad. The Speedtail will knock the off in just 12.8 seconds. Top speed is 403km/h (250mph).
McLaren hasn’t offered a lot of detail on the drivetrain. Like the P1, Speedtail has a hybrid powertrain, in this case offering up to 1050PS (772kW). One expects the combined torque figure will surpass the P1’s combined figure of 980Nm.
It’s hugely unlikely the engine will be anything other than McLaren’s twin-turbo V8 allied with a seven-speed twin-clutch transmission.
McLaren Speedtail Chassis & Aero
As ever, McLaren’s Monocage forms the basis of the Speedtail. Made from carbon fibre, the Speedtail’s cage is unique to fit the three-seat configuration.
The teardrop shaped canopy works with the long, smooth body to push the Speedtail to 403km/h (250mph). A set of Pirelli P-Zero tyres – custom-made, obviously – keeps you on the straight and narrow. A set of active rear ailerons (patented, don’t you know) keep you on the ground. They’re actually part of the car’s flexible carbon fibre skin, which is wild.
A huge carbon diffuser sucks the car to the ground – I’d be interested to see if there’s a ground-effect fan.
The carbon front wheel covers are static, with the brake callipers peeking out from behind. There are hardly any sharp angles on the car, with vents melting gently into the bodywork to ease the air into the right path.
The body itself is made from something called 1K Titanium Deposition Carbon Fibre. Essentially, the carbon weave includes titanium to increase strength and further reduce weight.
A Velocity Mode trims the car for high speed stability, lowering the Speedtail by up to 35mm. Max height of the car in Velocity mode is just 1.12 metres or just over 44-inches. Another key stat, the width, tells a tale – it’s narrower than P1 to reduce frontal area.
Speedtail’s dry weight is just 1430kg. Instead of sun visors, the upper portion of the windscreen uses electrochroamatic glass. Likewise, the overhead, side and rear glass uses the same tech to reduce temperatures in the cockpit. There is bound to be a lot more detail come release day.
When and How Much?
Well, you can’t have one, at least not from McLaren. The whole bally lot was flogged off to existing McLaren owners. No doubt many of them are also F1 and P1 owners.
The price kicks off at £1.75m (US$2.25m) but it’s excedingly unlikely owners won’t go to town with options, including the Speedtail silver paint you see here in the pics and video below.
After four years on sale, the second-generation Audi supercar is due for a facelift. The 2019 Audi R8 has more power, torque and a new face.
2019 Audi R8
Like the new face? I do. While I really, really like the R8, it is missing a little bit of drama in the looks. I have rationalised that away on occasions – some of us don’t want to shout about it. But I’m odd that way.
The new face brings some supercar bravado to the table. A new bumper and grille arrangement, as well as a delicate set of slots between bumper and bonnet give the R8 a bit of emotional drama.
The front splitter is more aggressive, too, wider than before. There is more to look at, too.
At the rear, a new grille reaches all the way across and a new bumper and diffuser match the front end’s newfound sense of fun. Both Coupe and Spyder score the new look.
Not much has changed inside and that’s fine by me. Audi says there is some new upholstery, so that’s nice.
2019 Audi R8 Drivetrain
Ooh, baby.
As you already know, you can get the R8 in two flavours, Coupe and Plus. The Plus monicker is gone, now known as the R8 performance (their lower-case p).
The glorious V10 stays, all 5.2-litre of naturally-aspirated brilliance.
For 2019, the coupe now delivers a hearty 420kW (570PS). That’s a hefty increase of 23kW (30PS) and torque is up to 550Nm from 520Nm. More torque equals a higher top speed, too.
The V10 performance hasn’t done as well – power is up to 456kW (620PS) from 448kW (610PS) and torque also rises, now twisting up 580Nm (up 10Nm).
[table id=18 /]
As ever, Audi’s seven-speed twin-clutch gets the power out to all four wheels. Audi says it has tweaked the ESC system to reduce braking distances from
The RWS has disappeared – for the moment at least.
2019 Audi R8 chassis
Underneath is largely the same, with the usual running changes. The engineering team has tweaked both the dynamic variable rack steering as well as the standard rack for better response and feel. You should be able to better tell the difference between modes as well.
The suspension has come under scrutiny, but there’s no detail apart from the claim that the new R8 will deliver a more “visceral” driving experience. Cool.
As before, the Coupe has three driving modes with the performance picking up Dry, Wet and Snow via an extra dial on the steering wheel.
The ESC system on the top-spec performance has been tweaked too, with stopping distances from 100km/h (62mph) cut by as much 1.5 metres. If you stand on the brakes at 200km/h (124mph), you could stop up to five metres earlier. Nifty.
You can also order a carbon-fibre reinforced polymer front anti-roll bar to cut 2kg from the kerb weight. I wouldn’t bother, it’s pub trivia stuff.
The rumoured Performante rival has not yet materialised.
When?
The 2019 Audi R8 will start hitting roads sometime early in 2019.
The E63 AMG is the latest in AMG’s endless friendly rivalry with BMW’s M division. There have been fast, big German sedans for three decades now, each new generation upping the ante. BMW went mad once and threw a V10 at the M5, which was wonderful.
In 2017, we got a new E63, based on the fourth-generation E Class, the W213. Bigger, louder, faster and packed with technology, can this E63 really, properly, truly, take the fight to BMW’s M5?
E63 History
I was never an E63 AMG fan. Nor was I particularly attracted to its E50/E55/E60 predecessor, an unattractive mass of metal based on the W210. It was an ugly car, a hangover from the huge, slabby S Class of the 1990s.
It was, however quick and became something of a cult classic. Under its over-creased bonnet and behind those stupid headlights eventually lurked a 6.2-litre V8. Mercedes messed around with this car’s spec when it really should have concentrated on making it not ugly.
The most powerful version pumped out 298 kW (405 PS), which was a lot of power for a car in 2003.
The W211 didn’t get much better looking and wasn’t a patch on BMW’s V8-powered E39 M5. Sure, it was a good car, but it wasn’t really one you’d play around in.
Between 2003 and 2006, the 211’s range-topper was the E55, a supercharged 5.4-litre V8 with 350 kW (476PS) and 700 Nm. It was pretty wild, a sledgehammer of a car that continues to command respect.
At the 211’s mid-life refresh, lots changed. Power went up to 378kW (514PS) but torque fell to 631Nm. A new seven-speed automatic transmission joined the party and ensured a 0-100km/h (0-62mph) of 4.5 seconds.
While all this went on, M messed about with its bonkers V10-powered M5, complete with single-clutch semi-auto.
Staying with the ugly theme – Mercedes really doubled down on the E-Class’ Grandpa Express aesthetic – the W212 arrived in 2006. For the first part of its life, the E63 ran a 6.2-litre V8 with 386kW (525PS). The M5 had 373kW, if you’re keeping score.
Then came the mid-life facelift and the switch to the 5.5-litre V8. That engine had anywhere from 410kW (557PS). It also changed its name to the E63 AMG and scored a seven-speed automatic.
The W212 helped cement the mythology of the fast E. Engine capacity went up again to a 6.2-litre supercharged V8. The smaller, more heavily-modified C63 had made waves so the E followed suit with a new front axle, new panels and a more aggressive suspension tune.
As with the 211, the 212’s mid-life refresh brought a down-sized engine, the 5.5-litre twin turbo V8. Power stayed at 386kW (525PS), although there was the 410kW (557PS) Performance version. The 430kW (585PS) S version arrived in 2014.
As the 212 progressed, the styling became more aggressive and its final facelift added all-wheel drive. The S headbutted 100km/h in just 3.5 seconds.
Right. That was a long one. Let’s head to the present.
AMG E63 S
The fifth-generation W213 E Class arrived in 2016 and the E63 quickly followed. Very quickly. As before, the E63 is available in standard and S tunes and all-wheel drive.
It’s a much better-looking car than its predecessor. While nothing spectacular, the angles and creases are gone – the old car was so conservative.
The shapely headlights frame a more organic looking front end that’s less imposing, less bombastic. It looks a lot like the smaller C-Class and therefore looks smaller. It’s almost five metres long but doesn’t present that way, which is fine by me. The C appeals to younger buyers, too, so with a similar look, the this E63 should snare a few less old men (and women).
E63 Drivetrain
The 212’s 5.5-litre twin-turbo V8 is gone, with the 4.0-litre twin-turbo V8 now all over the Mercedes range. The M177 is available in two tunes, but in the S you get 450 kW (612PS) and a robust 850Nm. That huge torque figure is available from 2500-4500rpm for a fat mid-range wallop. That’s a narrower range than the standard E63’s 720Nm, but I don’t mind.
Mercedes’ own nine-speed automatic feeds the power around all four wheels. While its rival BMW has ditched the seven-speed DCT twin-clutch for the ubiquitous eight-speed ZF, Mercedes is sticking with clutches.
The nine-speed uses a pack of wet-clutches rather than the ZF’s torque converter. This might be a problem. We’ll soon see.
[table id=17 /]
Chassis
The base car’s mechanical diff is replaced with a locking electronic differential and you can turn off all-wheel drive with a sequence of button-pushes and paddle pulls. Pull the right paddle instead of both and you get Drift mode, which is wild.
The E63 weights over 1800kg, so static suspension just wouldn’t do. It’s hard to make a heavy car ride and handle – you can’t have both, which is what you need at this level. Dynamic dampers take care of dealing with the body roll while the air suspension on S does the rest.
The other part of the equation is the set of 20-inch alloys running 295/30 Michelin rubber, which absolutely should not deliver anything approaching comfortable.
Driving
This E63’s predecessor’s tended to have the feel of epic engines looking for a chassis to match. And on first acquaintance, it’s entirely possible things haven’t changed.
Its immediate predecessor was very good, but if you were a driver (and that’s why you’re here) you’d find it difficult to choose it over the M5. The Audi RS6 wasn’t even really in the running despite its charismatic twin-turbo V8.
Before you light the fire in the belly, the E63 is very civilised. It’s firm, even in Comfort mode, just enough to let you know what’s going on. It’s fluid, though, and wafts along on that huge boatload of torque.
The usual nitwits fired up about the E63 moving to all-wheel drive. The reality is, if this car was rear-wheel drive only, it would be difficult to handle for most of the time you would just burn through the tyres. Which is pointless. You buy other cars for that kind of fun, this is meant to be a daily driver.
Kick it in the guts and the E63 S is utterly, bewilderingly fast. The patented AMG Pop undKnistern from the exhausts is mighty. There is no turbo lag to speak of – the turbos are crammed into the V8’s cleavage to get close to the exhaust ports. That means a shorter path for the gases to travel to spin it up and, presto, less dreaded turbo lag.
That means you’ve got total confidence on the throttle, you don’t have to drive around the lag. We’re probably getting to the point where the next improvement is electrically-spun turbines but I’m pretty happy with this. This is good. This is fast. It’s fun.
What I really wasn’t expecting was how light on its feet it would be. The big sticky tyres obviously contribute a lot, but being able to throw this thing around is pure joy. You never really get away from the weight of it but it does feel lighter.
The steering really plays into your hands (pun absolutely intended) with good weight and feel. The suspension, while very firm in Race, delivers a stable, sensible platform while the rear diff lets you wiggle and slide with impunity.
Switching out the front wheels – as you can in the new M5 – transforms the car into an absolute bruiser. While it has the surefootedness of the RS6’s quattro grip but with better turn-in and – if it all possible – even more exhaust histrionics, in rear-wheel drive, the bets are off.
The W213 E63 S is a bit of a revelation for me. It’s the first AMG I’ve ever really properly gelled with. AMGs are good, but this one is fun. Proper, versatile fun. So is the new all-wheel drive M5. Which means the rivalry is set to burn bright.
If you thought the Audi Q7 was a big bruiser, Munich has one-upped Ingolstadt with the 2019 BMW X7.
The new X7, fitting in as it does above the brand-new X5, is an absolute monster of a car. Or is it? Let’s break it down in a table.
[table id=15 /]
Key to the X7’s presence is that giant grille. It looks like it should be straining krill from the ocean on its way to Antarctica. Autobahn runs will mean you’ll be picking livestock from that giant set of teeth. Given that we thought the X5’s grille was big, this is taking the mick a bit…
Anyway. That’s how it looks. Looks are subjective, but BMW’s designers haven’t tried to hide its bulk, but instead celebrating it.
In fact, it’s so big that 20-inch wheels are standard, with optional 21 and 22-inch sets.
LED headlights will be standard across the range and you can get Laserlights with their 600m (2000ft) high beam.
BMW X7 Drivetrains
BMW is opening the bidding with a range of petrols and diesels.
The X7 50i won’t be available in Europe (that will annoy a few people) packs the 4.4-litre twin turbo for 340kW (462PS) and 650 Nm. That should mean a sprint to 100km/h (62mph) in under 5.4 seconds.
The X7 40i is another petrol, this time BMW’s 3.0-litre turbo straight-six, spinning up 250 kW (350PS) and 450Nm. Sounds like a bit, but it has to push 2300-plus kilos. Did I mention the X7 is no lightweight flyer? Having said that, 0-100km/h (0-62mph) arrives in 6.1 seconds.
The first of the diesels is X7 M50d. That comes with BMW’s 3.0-litre inline six with four (yep, four) turbos. That unit winds up for 294kW (400PS) and 760Nm. That’s some way short of obvious rival SQ7’s 900Nm from it’s triple-turbo V8 diesel. It’ll still move, though, hitting 100km/h (62mph) in the same 5.4 seconds as the 50i.
And finally the 30d’s 3.0-litre turbo diesel six comes with 195kW and a stonking 620Nm. While coming close to 2400kg, it still manages the run to 100km/h in seven seconds dead.
All four engines pair with the usual eight-speed ZF automatic, transferring the power to all four wheels.
[table id=16 /]
Chassis
The fundamental package is the same across the range. Suspension is by double wishbones up front (ooh, fancy) and a five-link arrangement at the rear. Some have air suspension (that’ll account for some of the tubbiness) while the rest have adaptive damping. You can also get active roll control, which will come in handy if you’re like chucking the car around.
The wishbones are aluminium while the rear end is lightweight steel.
For the moment they all roll on 20s with at least a set of 275/50 tyres wrapped around them. You can option the M-Sport diff on the 50i and 40i and it’s standard on the M50d.
Curiously the brakes are the same on all four (incoming M Performance brakes are a given), with single-piston calipers all around.
Interior and Technology
BMW X7 InteriorBMW X7 InteriorBMW X7 Interior
The new BMW interior styling direction is looking pretty good here on the X7. Obviously, this monster can take seven people but there’s also a six-seater option where the middle row has two super-comfortable seats. BMW reckons the third row is made of two full-size seats.
BMW’s new Live Cockpit is on board – it’s a 12.3-inch digital dashboard, finally properly taking on Audi’s Virtual Cockpit. BMW’s version of Siri – activated by saying, “Hey, BMW!” (ugh) will be available from March. iDrive OS 7 is also on the 10-inch central screen.
The “basic” package comes with four-zone climate control, a huge sunroof and “and ambient lighting including the Welcome Light Carpet and Dynamic Interior Light.”
Various options include five-zone climate control, “Sky Lounge”, huge Bowers and Wilkins sound system and an M Sport Package for inside and out.
When and Where?
The X7 will roll out of BMW’s Spartanburg, Carolina plant and will roll out from March 2019.
I’m not gonna lie, I’m really looking forward to driving the M50d. That’s a lot of car moving really quickly…
Manage Consent
To provide the best experiences, we use technologies like cookies to store and/or access device information. Consenting to these technologies will allow us to process data such as browsing behavior or unique IDs on this site. Not consenting or withdrawing consent, may adversely affect certain features and functions.
Functional
Always active
The technical storage or access is strictly necessary for the legitimate purpose of enabling the use of a specific service explicitly requested by the subscriber or user, or for the sole purpose of carrying out the transmission of a communication over an electronic communications network.
Preferences
The technical storage or access is necessary for the legitimate purpose of storing preferences that are not requested by the subscriber or user.
Statistics
The technical storage or access that is used exclusively for statistical purposes.The technical storage or access that is used exclusively for anonymous statistical purposes. Without a subpoena, voluntary compliance on the part of your Internet Service Provider, or additional records from a third party, information stored or retrieved for this purpose alone cannot usually be used to identify you.
Marketing
The technical storage or access is required to create user profiles to send advertising, or to track the user on a website or across several websites for similar marketing purposes.
