Mercedes-AMG E63 vs BMW Alpina B7

What's the difference?

The E 63 S fills its niche in AMG's Australian line-up perfectly. More mature than the brand's four-cylinder hatches and SUVs, but not as overbearing as some of its bigger sedan, GT and SUV stablemates. And its ability to seamlessly switch between serene comfort and dynamic performance has nailed the objective for this 2021 update.

The BMW Alpina B7 is a special car destined (like all Alpinas) to be a collector's item, due to its rarity and exclusivity. I asked Alpina just how many current model B7s there are in Australia and the answer was "less than five", which is just as mysterious as most people find the car in general.

The B7 is fast – too fast to enjoy legally on Australian roads – but it is also supremely comfortable and well appointed. For Alpina fans lucky enough to be driven in on,e this would make for a truly rare and niche way to be chauffeured.

The E 63 S has been massaged for 2021 starting with flatter headlights, AMG's now signature 'Panamericana' grille, and a high gloss black flap across the top of the curved 'Jet Wing' section defining the lower part of the nose.

At the same time, the vents on either end of it are larger and feature twin transverse louvers to guide cooling air to wherever it's needed.

It's all about what AMG calls 'optimised aerobalance' but the form is just as appealing as the function. The characteristic 'Power Domes' in the bonnet dial up the muscle, as do the fat wheel arches (+27mm each side), and 20-inch rims with distinctive aero inserts.

This car's optional exterior carbon package consists of a front splitter, side sills, a flash near the fender badges, the exterior mirror covers, the boot lid lip spoiler, as well as the lower apron around the redesigned diffuser and quad tailpipes.

New, intricately styled LED tail-lights are also flatter, but there's even more going on inside.

A new AMG sports steering wheel features three rounded twin-spokes with new switches on the bottom to control the car's dynamic set-up.

It also picks up a new take on the small touch-sensitive controllers used to adjust the instrumentation and manage other functions like phone calls, audio and the cruise control.

Not sure I'm in love with them at this stage. In fact, the words fiddly, imprecise, and frustrating come to mind.

Nappa leather covering the superb AMG sports seats, upper dash, and door beltlines remains standard, but the show-stopper is the 'Widescreen Cockpit' - twin 12.25-inch digital screens for the MBUX multimedia interface on the left and instruments on the right.

The instrument cluster can be set to 'Modern Classic', 'Sport' and 'Supersport' displays, with specific AMG read-outs such as engine data, gear speed indicator, warm-up status, car set-up, as well as a G-meter and 'RaceTimer.'

To borrow an official automotive design term, it looks schmick. Overall, with touches like open-pore black ash wood trim, and brushed metal highlights, the interior looks efficient but classy, with an obvious attention to detail in the layout and its execution.

This is a good place to start because the B7 looks just like the 750Li it's based on, until you see the first tell-tale signs that it's not one.

There's the front wing with Alpina lettering and the boot-top spoiler, the graphics, which run the length of the car, and the 20-spoke wheels with Alpina badging.

This is late '70s, early '80s styling at its best (and possibly worst), but these special cars can pull off the irony-free look because this is how Alpina BMWs have rolled since 1975, when the E21 320-based Alpina A1/3 was launched.

BMW badges have been left on the bonnet and boot, but there's Alpina B7 BiTurbo lettering in place of the 7 Series identifier.

Most people walked by it in the street thinking it was just a big BMW, others scratched their heads wondering what I'd done to my big German limo and a handful almost dropped to their knees in praise and wonderment at spotting a rare beast like this in the wild.

These people all had their own Alpina stories – one was the third generation of an Alpina-owning family. You become a member a small and passionate club when you buy into this rarefied brand.

The standard B7's cabin is close to identical to the luxurious interior of the 750Li, save for Alpina-embossed stitching in the headrests of the soft, leather seats, the virtual instrument cluster and the Alpina plaque on the centre console denoting the build number.

The B7 is long, low and wide at just under 5.3m end to end, 1.5m tall and 1.9m across. A 3.2m wheelbase means cabin room is more than just spacious.

The B7 rolls off the Dingolfing production line in Germany and is then handed over to Alpina's facility in Buckle, where significant changes take place. Read on to find out how the B7 is different from a regular 750Li.

At just under 5.0m end-to-end the E-Class sits in the upper range of the mid-size luxury spectrum. And almost 3.0m of that is accounted for by the distance between the axles, so there's plenty of space inside.

The driver and front passenger are provided with heaps of room to breathe, and there's a surprising amount of space for those in the back as well.

Sitting behind the driver's seat set for my 183cm (6'0”) position I had more than adequate head and legroom. But access to and from the back is a struggle for full-size adults.

The rear doors open out a long way, but the limiting factor is the size of the aperture, necessitating excessive contortion of the head and limbs to fold in and out of the car.

Connectivity runs to two (power-only) USB-C sockets in the front centre storage bin, as well as another USB-C (for power and multimedia) and 12-volt power outlet in the centre console.

Speaking of the front centre storage bin, it's a decent size and has a padded split lid so it can double as an armrest. There are two cupholders in the front console, a generous glove box, as well as long door compartments with recesses for large bottles provided.

There's a pair of USB-Cs along with another 12-volt socket in the back, sitting under the climate control panel with adjustable vents in the rear of the front centre console. Nice.

The fold down centre armrest incorporates a lidded (and lined) storage box as well as two pop-out cupholders. Again, there are bins in the doors with room for smaller bottles.

The boot offers 540 litres (VDA) of volume, and is able to swallow our three-piece hard suitcase set (124L, 95L, 36L) with room to spare, or the substantial CarsGuide pram, or the largest suitcase and pram combined! There are tie-down hooks to help secure loads, too.

Don't bother looking for a spare of any description, a repair/inflator kit is your only option. And the E 63 S is a no-tow zone.

The B7 is a five-seater limousine although with the fold-down rear centre armrest which houses the media control panel the back is really set up to carry two.

That 3.2m wheelbase means cabin space is enormous. At 191cm tall I can sit behind my driving position with about 30cm between my knees and the seatback. Those rear doors open wide and the entrance is huge, making entry and exit almost as easy as just walking through a doorway. The air suspension also rises and lowers the B7's ride height for better access.

Storage is excellent, with two cupholders and door pockets for rear passengers, along with the area inside the centre armrest.

Up front, the driver and co-pilot have a deep centre console storage bin with split-opening lid, two cupholders and door pockets.

Luggage space is good, with a 515-litre boot.

The B7 lists for $389,955, while a 750li is about $319,000. At this level, $70K seems like a downright reasonable premium to pay for a faster, more powerful, better handling and comfier version of the 750Li.

In this case you're paying more but getting more, although standard features are close to identical. There's adaptive LED headlights, head-up display, night vision with pedestrian detection, a 10.25-inch touch screen up front and two screens in the second row for TV and other media functions.

There's a reversing camera, sat nav, harman/kardon surround stereo and Apple CarPlay. There's leather upholstery, seat massagers in the front and rear, four-zone climate control, heated and ventilated front and rear seats, front and rear parking sensors, auto tailgate, sunblinds for the rear and rear-side windows and proximity key.

The safety features are listed in the section below, and that list is also impressive.

Rivals to the B7 include the Mercedes-AMG S63, which lists for $375,000, the $331,700 Audi S8 and even the Bentley Flying Spur, which almost matches its price at $389,500.

The E 63 S is powered by the M178 version of the all-alloy 4.0-litre twin-turbo V8 engine used across numerous AMG models from the C-Class up.

Thanks in no small part to direct injection and a pair of twin-scroll turbos (located in the engine's 'hot vee' to optimise throttle response), this all-alloy unit produces 450kW (that's 612hp) from 5750-6500rpm, and 850Nm from 2500-4500rpm.

And as per standard AMG practice for its Vee engines, this car's powerplant was built from scratch by a single engineer in Affalterbach. Thank you Robin Jäger.

AMG calls the nine-speed transmission used in the E 63 S an MCT, which stands for Multi-Clutch Technology. But it's not a dual-clutch, rather a normal auto transmission using a wet clutch as opposed to a conventional torque converter, to connect it to the engine on take-off.

Drive goes to all four wheels via Merc's '4Matic+' AWD system, built around an electromechanically controlled clutch connecting the permanently driven rear axle (with locking diff) variably to the front axle.

Alpina takes the 4.4-litre twin turbo V8 from the BMW 750Li and rebuilds the engine by hand. Alpina fits its own turbochargers, air-intake set -up, high-capacity cooling system and Akrapovic quad exhaust. Output is 447kW and 800Nm – an increase of a whopping 117kW and 150Nm over the 750Li's grunt.

It's interesting to note that the V12-powered 760Li has a smidge more power, at 448kW, and the same torque output as the B7.

How fast is the B7? Supercar fast – the B7 has a top speed of 330km/h, which will see it outrun a McLaren 570 and almost keep up with a Ferrari F12. That's quite incredible for a 2.3-tonne limousine with three TVs on board. A 0-100km/h time of 4.2 seconds is also hugely impressive.

In comparison, a 750Li has a 0-100km/h time of a not-too-shabby 4.7 seconds, but the car is electronically limited to 250km/h.

An eight-speed automatic transmission shifts gears smoothly, although a little slowly in Normal mode, while Sport and Sport+ add urgency and harder shifts.

Finally, the B7 is all-wheel drive, and those rear wheels are designed to steer slightly for better cornering performance.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 12.3L/100km, the E 63 S emitting 280g/km of CO2 in the process.

That's a pretty hefty number, but in line with this car's proportions and performance potential.

And Merc-AMG has gone to great lengths to minimise fuel use. As well as the standard 'Eco' stop-start function, in the 'Comfort' drive program cylinder deactivation becomes active, the system able to drop four cylinders anywhere between 1000 to 3250rpm.

There's no physical hint of half the cylinders leaving the party. The only clue is a blue icon on the dash indicating a temporary shift to V4 operation.

Despite all that effort, however, we saw a dash-indicated 17.9L/100km over a mix of urban trundling, highway cruising, and some spirited dynamic assessment.

Recommended fuel is 98 RON premium unleaded (although it'll run on 95 at a pinch), and you'll need 80 litres of it to fill the tank. That capacity translates to a range of 650km according to the factory claim, and 447km using our real world result.

The B7 is probably not the car to own if you're concerned about either fuel prices or emissions, but then the twin-turbo V8 may not be as thirsty as you'd think, with Alpina stating that, after a combination of urban and open-road driving, you should only use 9.6L/100km.

My time in the B7 saw me double that usage but this could have had something to do with me turning off the stop-start system and driving in Sport mode constantly.

AMG's major goal with this upgrade of the E 63 S was to maintain its dynamic response and ferocious performance, but dial in the extra comfort customers had said they wanted.

So, the 4Matic+ AWD system has been fine-tuned for more smoothness as has the Comfort option in the dynamic set-up. But we'll investigate that shortly.

First, that 4.0-litre turbo V8 in the nose is claimed to slingshot this roughly 2.0-tonne sedan from 0-100km/h in just 3.4 seconds, and it feels every bit that fast.

With 850Nm available from 2500-4500rpm and nine gear ratios to help keep you operating in that Goldilocks band, mid-range thrust is monumental. And thanks to the bi-modal sports exhaust it sounds beautifully brutal.

The nine-speed auto's wet clutch, as opposed to a conventional torque converter, is designed to save weight and optimise response. And while some will tell you an auto with one input shaft is never going to be as fast as a dual-clutch with two, shifts are rapid and direct. The wheel-mounted shift paddles are larger and set lower, as well.

The AMG 'Ride Control+' suspension with multi-chamber air suspension and adaptive damping is amazingly good. The underlying set-up is by multi-links front and rear, and despite riding on big 20-inch rims wrapped with low-profile, high-performance Pirelli P Zero rubber (265/35 fr - 295/30 rr) the Comfort setting is incredibly... comfortable.

Slip into 'Sport' or 'Sport+' and the car immediately feels tauter but far less compliant and forgiving. An impression reinforced by the engine, transmission, and steering shifting to a more buttoned-down mode at the same time.

The standard dynamic engine mounts play a big part here. Able to make a soft connection for maximum comfort, but switch to a rigid link when required.

But no matter which mode you're in, the car is well damped and feels beautifully balanced in quick cornering. And the E 63 S's electro-mechanically-assisted variable-rate steering is progressive, feelsome, and accurate.

The 4Matic+ AWD system is built around an electromechanically controlled clutch connecting the permanently driven rear axle (with locking diff) variably to the front axle.

Torque distribution happens imperceptibly, the big V8 putting its power down emphatically, with various electronic systems tieing up the loose ends as you aim up for the next corner.

 There's even a 100 per cent RWD Drift mode available in the Race setting, but without a race circuit at our disposal this time around that'll have to wait for another time.

The optional ceramic brakes feature huge rotors and six-piston front calipers, and stopping power is immense. And the good news is they operate quickly but progressively at normal pottering around town speeds. No warming up required to get them in an optimal temperature zone (as can be the case with other ceramic set-ups).

Who on Earth thinks a BMW 750Li isn't fast enough or comfortable enough, even with all its horsepower, luxurious cabin and technology? Alpina, that's who.

Redevelopment of the 4.4-litre V8 with new turbochargers, a high-capacity cooling system, different air suspension set-up and an exhaust system made by Akrapovic have made this already exceptional car better. Better to drive and better to be driven in.

The ride, even on those 21-inch wheels and low-profile Michelin Pilot Super Sport tyres (255/35 ZR21 on the front and 295/30 ZR 21 on the rear) is incredibly comfortable. I drove it and also had a chance to recline in the back and be chauffeured (by our photographer) and the ride was so composed and refined it was hard to believe I was travelling along some truly awful urban roads with their cracked and pot-holed surfaces.

And it's quiet, too. Which will suit those in the back being transported swiftly from the airport to their next meeting, but if you're after a loud and angry exhaust note then you won't find it in the B7. Sure, from the outside at full throttle the B7 has a menacing growl, but this isn't a BMW M car that will bark and snarl. 
See, while BMW's M division makes brutal, loud, high-performance versions of their regular cars, Alpina makes comfortable, stealthy, high-performance ones.

All-wheel drive provides fantastic traction and ensures that grunt doesn't just tear the tyres off those rims when you sneeze on the throttle.

And while the air-suspension is soft and comfortable, adaptive dampers adjust for when the road goes twisty, providing impressive handling for a heavy and long car.

Really, though, the B7 is built for long, endless stretches of roads, and the acceleration beyond 100km/h is almost as startling as that from 0-100km/h, as it wants to push straight past 200km/h towards that 330km/h top speed.

Which, unless you know a good lawyer or happen to be one, will send you straight to jail. Yes, the B7 is probably too much car for Australian roads. Only on a German autobahn would a B7 be fully at home.

I felt like I was given a Melbourne Cup-winning racehorse for a week but could only ride it in my suburban backyard.

The Alpina B7 comes with all of the BMW 750Li's safety equipment – this includes AEB, lane-keeping assistance and lane-departure warning, blind-spot warning, active cruise control, night vision with object recognition, auto parking and surround view camera.

Along with the suite of airbags, there's traction and stability control and ABS, as you'd expect.

The 750Li and B7 have not been given an ANCAP score.

All AMG models sold in Australia are covered by Mercedes-Benz's five year/unlimited km warranty, with 24-hour roadside and accident assistance included for the duration.

Recommended service interval is 12 months or 20,000km, with pricing for a three-year (pre-paid) plan set at $4300, a $950 saving overall relative to its three year, pay-as-you-go 'Service Solutions' capped price program.

And if you're happy to fork over a little more up-front, there's a four-year service deal at $6300, and five years coming in at $7050.

The B7 is covered by BMW's three-year, unlimited-kilometre warranty. Servicing is recommended every 12 months or 15,000km. The B7 is covered by BMW special vehicles servicing plan, which means services are cost-free for the first three years of the car's life.