Mercedes-Benz E63 VS Maserati Quattroporte
- Superb dynamics
- Ballistic acceleration
- Fiddly steering wheel controllers
- Tight rear door apertures
- Terrific powertrain
- Huge luxurious cabin
- Great looks and badge
- Iffy entertainment software
- Weird sensations through electric steering
- Some dodgy plastic chrome bits
Feels like lately all the Mercedes-AMG buzz has been at the smaller end of the scale.
But here, we're doubling the cylinder count to eight, arranging them in a vee, and lighting the wick on AMG's powerhouse mid-size sedan, the recently upgraded E 63 S.
While the ferocious twin-turbo V8 and the rest of this beast's powertrain are unchanged, the car has been brought up to speed with some aero-focused styling tweaks, Merc's latest 'Widescreen' digital cockpit, as well as the MBUX multimedia system, and a tricky new multi-function sports steering wheel.
|Engine Type||4.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Maserati's Quattroporte is part of a dying breed. A decade or so ago, the European manufacturers took a huge amount of pride in their range-topping big luxury sedans, cars you can either drive or be driven in, bristling with the latest technology.
While by no means low-tech, the Maserati Quattroporte takes the high style route, focussing on a luxurious interior with that handmade feel.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
Beauty is way more than skin-deep in the Quattroporte and while the 330 doesn't have the punch of the S, it's hardly that much slower. Maserati reasons you will want to spend the $25,000 saved on options, concentrating on the Italian craftsmanship rather than the outright performance available in the V8 or the efficiency of the less aurally attractive diesel.
As with any car of this type, you've got to want one in the first place, but for a big, beautiful sedan, there's nothing as good looking this side of an Aston Rapide. The Quattroporte 330 does nothing to dim the allure of Modena's big mover and, if you're that way inclined, nobody on the outside will ever know.
For Quattroporte money would you stick with the Italian or be tempted by one of its German rivals? Let us know in the comments below.
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.
Long, flowing lines mark out the Maserati as something quite different to its German, British and Japanese competition. This Quattroporte has increased in every dimension but the lines cover its size beautifully.
Big wheels, long wheelbase, low ride but it still looks like a sedan rather than pretending to be a coupe.
The elegance of the lines is complemented by a distinct lack of bling – there's little in the way of chrome work or shouty details. There's plenty satin finishes available and the beautiful paint, while available in pretty much any colour you like, is best kept to a restrained, deep hue. Or silver.
The cabin will doubtless age well. Classic shapes house a fairly conventional but hugely comfortable cabin. The front seats have heaps of adjustment and are large but supportive. Naturally, the leather is soft and supple.
The central screen isn't the dominant feature, like a 50-inch LCD screen in a small living room while buttons are kept to a minimum.
The rear seat is sensationally comfortable, with hectares of available space and a seat comfortable for either lounging or working.
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.
Price and features
So, first of all, let's get the price out of the way. At $253,900, before on-road costs, this car's competitive set is a bruising, all-German trio comprising the Audi RS 7 Sportback ($224,000), BMW M5 Competition ($244,900), and Porsche Panamera GTS ($309,500).
And no surprise, it's loaded with all the luxury features you'd expect in this part of the market. Here are the highlights.
On top of the standard performance tech and safety equipment fitted to the E 63 S (covered later in this review), you'll also find: Nappa leather trim (seats, upper dash, upper door cards, and steering wheel), MBUX multimedia (with touchscreen, touchpad, and 'Hey Mercedes' voice control), 20-inch alloys, three-zone climate-control, interior ambient lighting, auto LED headlights (with 'Active High Beam Assist Plus'), eight “energising comfort programs” (with 'Energising Coach'), an 'Active Multicontour' front seat package, the 'Air Balance' package (including ionisation), and keyless entry and start.
Also included are the the 'Widescreen' digital cockpit (twin 12.25-inch digital screens), 13-speaker Burmester audio with digital radio, Apple CarPlay and Android Auto, a panoramic sunroof, adaptive cruise control, a head-up display, augmented reality satellite navigation, 'Parktronic' self-parking, electric front seats, seat cooling and heating front (heated rear), heated front centre armrest, a power-adjustable steering column, auto rain-sensing wipers, a wireless device charger, illuminated door sills, as well Amazon Alexa, etc, etc, etc.
And our test car also featured a couple of tasty options. An exterior carbon package ($7500), and AMG's professional grade ceramic composite brakes ($15,900), for an as-tested price of $277,300.
The 330BHP uses the same, Ferrari-built V6 but detuned to 'just' 330 bhp. The price has been detuned too, dropping $25,000 from the V6 S's entry price to kick off at $210,000.
Maserati 330bhp benefits from an overall specification improvement across the range, landing in your garage with a ten-speaker stereo with USB and Bluetooth, power everything, dual-zone climate control, keyless entry and start, front and rear parking sensors with reversing camera, cruise control, sat-nav, auto headlights and wipers, double glazed windows and an interior covered in leather and wood.
Later in the year, your Quattroporte will be available with a new silk trim from Zegna
Only very occasionally does it become clear that Maserati is part of the Fiat Group and that moment comes when you use the 7.0-inch central screen in the dash.
The software is based on the group's UConnect and it isn't great. It's not bad, but it feels its age (however, it's much better than the system on the Gran Turismo), needing a lot more work or a quick surrender to Apple's CarPlay or Android Auto.
Once you work your way through the weird menus, it's fine to use and is miles ahead of the not-much-cheaper Lexus LS unit which is almost unusable.
Sound from the ten speaker stereo is crystal clear and the phone performance is also very good.
Engine & trans
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.
Like the S, the 330bhp is powered by Maserati's twin turbo 3.0 litre V6, made with more than a dash of Ferrari involvement. As the name suggests, it produces 243kW and a chunky 500Nm. With just under two tonnes to shift, the ubiquitous eight-speed ZF automatic transmission whisks the Quattroporte 100km/h in 5.6 seconds, only half a second down on the 301kW V6 S.
Maserati claims 9.1L/100km on the combined cycle (with the help of stop-start), which seems reasonable given our figure of 10.8L/100km, which we got a with a mix of city and highway running as well as a very enthusiastic blast through some secret back roads.
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.
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).
Just a few hundred metres behind the wheel is all it will take to convince you the Maserati belongs in the same class as the competition. It's incredibly quiet – courtesy of the acoustic double glazing – and all occupants benefit from supreme comfort.
While the 330 is 58kW down on the full fat V6, you won't really miss them. There's a fat torque curve, with all 500Nm available from 1750 to 5000rpm, meaning easy progress for the 5.2 metre sedan.
The Quattroporte has two sport buttons to choose from – one looks after the drivetrain and exhaust valving while the second stiffens up the Skyhook suspension.
With the first sport button pressed, you get a more lively throttle, sharper shifts and a glorious noise from the exhausts, although they are a long way from your ears.
It's still a fast car, with strong acceleration from standstill and in the gears, the power as linear as you like with no real turbo lag and a most un-turbo noise to go with the performance.
The only dynamic problem is the electric steering – it seems to get confused between your inputs and feedback from the road, the tyres feeling like they're 'nibbling' an uneven surface, tweaking the wheel in your hands.
The assistance is a little spotty, too, unexpectedly changing weight. It's just a bit weird. In normal driving, you'll never notice it.
The three-pointed star's white-coated boffins have gone to town on the E 63 S, and the car is as good as it currently gets in terms of active and passive safety technology.
You could argue this car's dynamic ability is its strongest contributor to crash-avoidance. But a broad suite of features, specifically designed to keep you out of trouble includes, forward and reverse AEB (with pedestrian, cyclist, and cross-traffic detection), traffic sign recognition, 'Attention Assist', 'Active Blind Spot Assist', 'Active Distance Assist', 'Active High Beam Assist Plus', 'Active Lane Change Assist', 'Active Lane Keeping Assist', and 'Evasive Steering Assist.' That's a lot of assists.
There's also a tyre pressure monitoring and pressure loss warning system, as well as a brake priming function (monitors release speed on the accelerator pedal, moving pads factionally closer to the discs when required), and brake drying (when the windscreen wipers are active the system periodically applies just enough brake pressure to wipe water off the brake rotors to optimise wet weather efficiency).
But if an impact is unavoidable the 'Pre-Safe Plus' system is able to recognise an imminent rear-end collision and fire up the rear hazard lights (at high frequency) to warn following traffic. It will also firmly apply the brakes once the vehicle is stationary to minimise the risk of whiplash injuries if the car's then hit from behind.
If the potential crash is coming from the side, 'Pre-Safe Impulse' inflates air chambers in the side bolsters of the front seat backrest (within a fraction of a second) moving the occupant to the side towards the centre of the car, away from the impact area. Amazing.
As well as that, there's an active bonnet to minimise pedestrian injuries, an auto emergency call function, 'Crash Response Emergency Lighting', even a first aid kit and hi-vis vests for all occupants.
For the record, the current E-Class received a maximum five-star ANCAP assessment in 2016.
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.