Likes
- Seems to offer outrageous value for money on the used market.
- Scintillating levels of performance.
- Stunning and classy design inside and out.
- Huge range of equipment and features.
Used Mercedes-Benz E63 AMG review
2009 - 2016
Dislikes
- Often exorbitant costs for parts and maintenance.
- List of common engine issues is extremely concerning.
- Will the depreciation ever stop?
- Very high running costs.
Stuff you should know
- Even on the used market, the W212 Mercedes-Benz E 63 AMG remains one of the most evocative models in the brand’s lineup, offering an intoxicating mix of luxury and performance. However, at the heart of the debate around this generation is the choice between the original naturally aspirated 6.2-litre V8 (M156) and the later post-update 5.5-litre twin-turbo V8 (M157). Each has its unique appeal, and the preference often comes down to what you value most in a performance car.
- The 6.2-litre V8, available in pre-update models, is celebrated for its visceral, high-revving nature and the spine-tingling soundtrack that only a naturally aspirated German V8 can deliver. There’s a purity to the way it drives that many enthusiasts argue was lost with the transition to the twin-turbocharged engine.
- By contrast, the 5.5-litre twin-turbo V8 introduced in 2011 brought more torque, greater efficiency, and the potential for even higher performance. It’s capable of delivering astonishing acceleration and flexibility, but for some, it lacks the raw character of its predecessor. The sound, though still potent, is a little more subdued, and the driving experience, while faster, doesn’t quite match the visceral thrills of the naturally aspirated car.
- Interestingly, both engine variants have held their value similarly on the used market, reflecting the distinct appeal of each. The 6.2-litre is beloved for its character and mechanical simplicity (relatively speaking), while the 5.5-litre appeals to those who prioritise outright performance. However both engines can be guilty of a host of issues, more on that below.
- Local E 63s were rear-wheel drive only, even though some international markets offered all-wheel drive 4MATIC variants. It’s worth noting that Australian-delivered wagon models only came with the twin-turbo engine, so those seeking a naturally aspirated E 63 will need to focus on sedans. Still, the fact that we even got the wagons here is a win because fast wagons are, as any enthusiast knows, some of the coolest cars on the planet.
- While overall the W212 E 63 has plummeted in value over the years, the pre-update cars have proven quite resilient, despite the significant changes introduced in the mid-cycle update. The revised headlights and sharper front-end design gave the later models a more modern appearance, while inside, the updated dash and centre console brought the cabin more in line with contemporary expectations.
- As the flagship of the E-Class range, the E 63 came loaded with equipment and features, but with over a decade having passed since the earliest models rolled off the production line, some of this technology can now feel outdated.
- Of course, for all its appeal, the E 63 AMG is not without its pitfalls. The old adage about cheap Mercedes-Benz models being some of the most expensive cars to own rings particularly true here. The E 63 is a high-performance machine with complex engineering, and the list of potential mechanical concerns is as long as it is expensive.
- Prospective buyers need to tread carefully because while the allure of a used E 63 AMG at a fraction of its original price is hard to resist, the cost of maintaining one in peak condition can quickly erode any initial savings.
- Read on as we dive deeper into the common mechanical issues and ownership considerations for both the 6.2-litre and 5.5-litre models.
What goes wrong
Exterior
- First up, owners have commonly reported issues with the panoramic roof, or “Skyview” as Mercedes calls it. These roofs can develop creaking or cracking sounds over time. The hot tip here is to avoid taking your car to a Mercedes dealership for this issue. Owners have reported being quoted eye-watering amounts for repairs. Instead, check out owners’ groups and forums, where you’ll find detailed tutorials. This is a job that can be tackled as a DIY project in about two hours, saving you a small fortune.
- On the subject of roofs, the black plastic panels around the roofline can fade or delaminate in Australia’s hot climate. This is a cosmetic issue but worth checking if you’re particular about appearances.
- The E 63 AMG features AMG Ride Control suspension up front, with electronically adjustable dampers. These are proving to be fairly reliable. However, at the rear, you’ll find AMG-specific air springs that can have issues. Leaks in the air suspension can cause the back end to sag. Sometimes, it’s just a hose that’s popped off, but it could also be a level sensor linkage failure or a compressor issue. The tip here is to look for aftermarket parts, as the genuine Mercedes components come with a hefty premium. Many owners have found aftermarket replacements that work just as well, last longer, and save a lot of money.
- Speaking of saving money, if you’re not planning on tracking the car, steer clear of examples equipped with the optional carbon-ceramic brakes. Replacing these can be outrageously expensive. The lowest quote we found was around $20,000, with some quotes reaching nearly $40,000. Stick with the standard rotors and pads. Even these can cost over $3,000 a pair if you stick with genuine parts, so again, look into aftermarket options.
- On the subject of brakes, check that the clear coat on red-painted brake callipers isn’t peeling. This is a common cosmetic issue but can be unsightly.
- While not common in Australia, rear subframe corrosion is a known issue in colder climates where road salt is used. If the car has spent time overseas, this is worth investigating.
- Surprisingly, unlike many other Mercedes models, the E 63 doesn’t seem to suffer from frequent exterior electronic issues. Occasional problems like powered windows or central locking acting up have been reported, but these seem to be rare and relatively easy to fix.
- Finally, while checking for misaligned panels is always a good way to spot signs of previous accident damage, many owners have noted that some panels—especially the boot lid—were misaligned straight from the factory. It’s not on Tesla’s level of fit and finish, but for a
Exterior
- First up, owners have commonly reported issues with the panoramic roof, or “Skyview” as Mercedes calls it. These roofs can develop creaking or cracking sounds over time. The hot tip here is to avoid taking your car to a Mercedes dealership for this issue. Owners have reported being quoted eye-watering amounts for repairs. Instead, check out owners’ groups and forums, where you’ll find detailed tutorials. This is a job that can be tackled as a DIY project in about two hours, saving you a small fortune.
- On the subject of roofs, the black plastic panels around the roofline can fade or delaminate in Australia’s hot climate. This is a cosmetic issue but worth checking if you’re particular about appearances.
- The E 63 AMG features AMG Ride Control suspension up front, with electronically adjustable dampers. These are proving to be fairly reliable. However, at the rear, you’ll find AMG-specific air springs that can have issues. Leaks in the air suspension can cause the back end to sag. Sometimes, it’s just a hose that’s popped off, but it could also be a level sensor linkage failure or a compressor issue. The tip here is to look for aftermarket parts, as the genuine Mercedes components come with a hefty premium. Many owners have found aftermarket replacements that work just as well, last longer, and save a lot of money.
- Speaking of saving money, if you’re not planning on tracking the car, steer clear of examples equipped with the optional carbon-ceramic brakes. Replacing these can be outrageously expensive. The lowest quote we found was around $20,000, with some quotes reaching nearly $40,000. Stick with the standard rotors and pads. Even these can cost over $3,000 a pair if you stick with genuine parts, so again, look into aftermarket options.
- On the subject of brakes, check that the clear coat on red-painted brake callipers isn’t peeling. This is a common cosmetic issue but can be unsightly.
- While not common in Australia, rear subframe corrosion is a known issue in colder climates where road salt is used. If the car has spent time overseas, this is worth investigating.
- Surprisingly, unlike many other Mercedes models, the E 63 doesn’t seem to suffer from frequent exterior electronic issues. Occasional problems like powered windows or central locking acting up have been reported, but these seem to be rare and relatively easy to fix.
- Finally, while checking for misaligned panels is always a good way to spot signs of previous accident damage, many owners have noted that some panels—especially the boot lid—were misaligned straight from the factory. It’s not on Tesla’s level of fit and finish, but for a car that once cost around $250,000 in Australia, it’s disappointing.
Interior
- For a car positioned as “premium,” the interior of the E 63 AMG has its fair share of disappointments. Rattles and squeaks from interior trim pieces are almost guaranteed as the car ages, particularly those that have spent their lives on Australia’s less-than-perfect roads.
- The interior design is stunning, both in pre- and post-update models, and the materials feel premium to the touch. Unfortunately, what’s holding it all together behind the scenes is often cheap plastic, which doesn’t age gracefully. This would be disappointing in a 10-year-old economy car, let alone a vehicle that originally cost a quarter of a million dollars.
- The seat leather is another area to inspect carefully. In Australian-delivered cars, the Nappa leather is more durable than the synthetic leather used in some overseas models, but it still requires proper care in hot climates. Inspect all leather surfaces and stitching, as even the premium materials have been known to wear prematurely, particularly where pressure is concentrated.
- If the car is optioned with burl wood trim, check for fading caused by insufficient UV protection under the lacquer.
- Interior electronics, while mostly reliable, can occasionally misbehave. Some owners have reported air conditioning buttons flashing due to a leaking compressor, and others have experienced unresponsive controls like the infotainment rotary dial. The latter can be replaced relatively affordably, with costs ranging from $150 for an aftermarket part to $800 for genuine replacements.
- Ventilated seat systems, where equipped, have occasionally failed, but these aren’t common issues and are relatively straightforward to repair.
- The automatic digital temperature control valve for the air conditioning is another potential problem. When it fails, the selected temperature may not match what the system delivers. Fixing this involves removing the windscreen wiper assembly and accessing the firewall—a frustratingly labor-intensive process for what should be a simple fix.
- The trap door above the cup holders near the armrest is prone to getting stuck. This is a super easy DIY project with plenty of tutorials online. The parts shouldn’t cost more than $60, and the repair shouldn’t take more than an hour.
- Lastly, while the infotainment system was considered cutting-edge when new, it’s now decidedly outdated. Many owners upgrade their systems, but adding Apple CarPlay or Android Auto to older cars is not always straightforward. Some early models can’t be upgraded, while others can with aftermarket plug-in modules. However, these modules have a reputation for causing issues with other systems, so it’s crucial to consult experienced professionals if you’re considering this route.
Mechanically
6.2L Naturally Aspirated V8 (M156)
The M156 is renowned for its performance and visceral character, however unlike other naturally aspirated high-performance V8 engines such as the Toyota/Lexus 2UR-GSE or the GM LS3, the AMG unit comes with a very long list of expensive potential issues to be aware of.
- One of the most commonly reported problems is valve cover oil leaks, which can drip onto the exhaust and cause a burning smell or even smoke under the bonnet. This is a relatively simple fix, but it’s crucial to address early to avoid further complications.
- Camshaft position sensor leaks are another known issue. These leaks can cause oil to wick into the wiring harness and ECU, creating electrical headaches. Aftermarket solutions are available and are generally more cost-effective and durable than OEM parts.
- Premature camshaft and lifter wear is a significant concern. In some cases, this wear can necessitate replacements as early as 150,000km. In some market this resulted in class action lawsuits. Regular, high-quality oil changes—preferably every 5,000km rather than the factory-recommended intervals—can help mitigate this.
- The M156 is also prone to cam phaser failures, which can cause a rattling sound on startup. Each cam phaser costs around $1,000 from Mercedes, and with four needed, the costs can quickly escalate. Fortunately, aftermarket rebuild kits offer a permanent fix for a fraction of the price.
- Another common issue involves the intake manifold, which can crack or erode over time, leading to air leaks and reduced performance. OEM replacements are prohibitively expensive, but aftermarket solutions are both effective and affordable.
- Fuel injector failures can have catastrophic consequences, such as bent rods caused by hydraulic lock. Owners are advised to consider proactive injector replacement, especially on higher-mileage cars, to avoid such disasters.
- Plastic components in the cooling system, including the thermostat housing, are known weak points. These components can become brittle with age and heat cycling, leading to potential coolant leaks. Replacing them with stronger alternatives is a wise preventative measure.
- Pre-2012 models are particularly vulnerable to head bolt failures, which require extensive repairs, including cylinder head removal. If you’re considering a pre-2012 car, ensure this issue has already been addressed.
- The engine mounts are another wear item to watch. As they degrade, they can cause vibrations and, in severe cases, grounding issues as the engine sags in its mounts.
- One often-overlooked issue involves the power steering hose, which can rub against the oil sump and wear a hole, potentially leading to catastrophic oil starvation. Ensuring this hose is properly secured is a simple but crucial step.
5.5L Twin-Turbocharged V8 (M157)
The M157 offers exhilarating performance, but its complexity brings an array of potential pitfalls.
- One of the most serious concerns is bore scoring and piston failure, which can necessitate a full engine replacement. Early engines used coated aluminium bores, which were prone to this issue. Later models switched to cast-iron liners, which largely resolved the problem.
- Cam phaser failures are another known issue. These can cause rattling on startup and, in some cases, lead to the tone wheel (a pressed-on component) moving out of alignment. Mercedes typically replaces the entire camshaft, but some specialists can manipulate the tone wheel back into position at a lower cost.
- The upper timing chain tensioner is prone to sticking and causing startup rattles. This issue is often linked to a failed check valve in the cylinder head, for which an updated design is available.
- Cam bearings and valve covers are weak points. The valve covers also function as the upper cam bearings, and if they become scored—often due to poor servicing—they can necessitate replacing both the heads and valve covers, an extremely costly repair.
- One of the most alarming problems is oil and coolant cross-contamination, typically caused by a failing rubber seal between the timing case and the block. This issue can lead to catastrophic engine damage. Any signs of oil in the coolant reservoir should be a major red flag.
- The water pump pulley, made of plastic, can misalign over time, and the plastic turbo coolant lines are prone to splitting and causing severe overheating. Proactive replacement with upgraded components is recommended.
- The cooling system, in general, is a weak point, with numerous plastic pipes and fittings, including the expansion tank, prone to failure as the car ages.
- The intercooler (heat exchanger), located under the intake manifold, is another trouble spot. Leaks here can affect engine performance and cooling.
- Similar to the M156, camshaft position sensors on the M157 can leak oil through the plug connector, allowing it to wick into the wiring harness and potentially reaching the ECU.
- Fuel system components, including direct injectors and high- and low-pressure fuel pumps, can also cause issues. Long crank times before startup may indicate failing pumps.
- As with the M156, engine mounts are a known wear item. If left unaddressed, failing mounts can cause a cascade of issues, including strain on other components.
- Finally, while these engines are popular for tuning to extract immense power, doing so significantly increases the likelihood of catastrophic failures. Unless you’re prepared for the associated risks and costs, it’s best to leave the engine stock.
Transmission
- The 7-speed automatic transmission (7G-Tronic) is generally reliable but not immune to issues. One of the more common problems involves the conductor plate (transmission control module), which can fail and cause erratic shifting or leave the car stuck in limp mode. Replacing the conductor plate is a costly but typically effective fix.
- Another issue to monitor is the torque converter, which can develop problems over time, particularly in higher-mileage cars. Regular servicing of the transmission, including fluid and filter changes, can help prolong its life.
Ownership
- Owning a W212 Mercedes-Benz E63 AMG in Australia can be a mixed bag. Many owners report frustration with poor customer service at dealerships, exorbitant costs for parts and labor, and frequent disputes over warranty claims.
- Even routine servicing at a dealership can be shockingly expensive. While some owners prefer the reassurance of sticking with OEM parts and dealer servicing, others—often including ex-Mercedes technicians—recommend seeking out a reputable independent mechanic. Independent specialists often source parts more affordably and offer comparable, if not superior, workmanship.
- For enthusiasts who are mechanically inclined, the W212 E63 AMG can be a rewarding car to own. However, it’s essential to approach ownership with realistic expectations about maintenance costs and potential issues. Proactively addressing known weak points can help mitigate the risk of catastrophic failures, but this is not a car for the faint-hearted or budget-conscious.
Exterior
- First up, owners have commonly reported issues with the panoramic roof, or “Skyview” as Mercedes calls it. These roofs can develop creaking or cracking sounds over time. The hot tip here is to avoid taking your car to a Mercedes dealership for this issue. Owners have reported being quoted eye-watering amounts for repairs. Instead, check out owners’ groups and forums, where you’ll find detailed tutorials. This is a job that can be tackled as a DIY project in about two hours, saving you a small fortune.
- On the subject of roofs, the black plastic panels around the roofline can fade or delaminate in Australia’s hot climate. This is a cosmetic issue but worth checking if you’re particular about appearances.
- The E 63 AMG features AMG Ride Control suspension up front, with electronically adjustable dampers. These are proving to be fairly reliable. However, at the rear, you’ll find AMG-specific air springs that can have issues. Leaks in the air suspension can cause the back end to sag. Sometimes, it’s just a hose that’s popped off, but it could also be a level sensor linkage failure or a compressor issue. The tip here is to look for aftermarket parts, as the genuine Mercedes components come with a hefty premium. Many owners have found aftermarket replacements that work just as well, last longer, and save a lot of money.
- Speaking of saving money, if you’re not planning on tracking the car, steer clear of examples equipped with the optional carbon-ceramic brakes. Replacing these can be outrageously expensive. The lowest quote we found was around $20,000, with some quotes reaching nearly $40,000. Stick with the standard rotors and pads. Even these can cost over $3,000 a pair if you stick with genuine parts, so again, look into aftermarket options.
- On the subject of brakes, check that the clear coat on red-painted brake callipers isn’t peeling. This is a common cosmetic issue but can be unsightly.
- While not common in Australia, rear subframe corrosion is a known issue in colder climates where road salt is used. If the car has spent time overseas, this is worth investigating.
- Surprisingly, unlike many other Mercedes models, the E 63 doesn’t seem to suffer from frequent exterior electronic issues. Occasional problems like powered windows or central locking acting up have been reported, but these seem to be rare and relatively easy to fix.
- Finally, while checking for misaligned panels is always a good way to spot signs of previous accident damage, many owners have noted that some panels—especially the boot lid—were misaligned straight from the factory. It’s not on Tesla’s level of fit and finish, but for a car that once cost around $250,000 in Australia, it’s disappointing.
Interior
- For a car positioned as “premium,” the interior of the E 63 AMG has its fair share of disappointments. Rattles and squeaks from interior trim pieces are almost guaranteed as the car ages, particularly those that have spent their lives on Australia’s less-than-perfect roads.
- The interior design is stunning, both in pre- and post-update models, and the materials feel premium to the touch. Unfortunately, what’s holding it all together behind the scenes is often cheap plastic, which doesn’t age gracefully. This would be disappointing in a 10-year-old economy car, let alone a vehicle that originally cost a quarter of a million dollars.
- The seat leather is another area to inspect carefully. In Australian-delivered cars, the Nappa leather is more durable than the synthetic leather used in some overseas models, but it still requires proper care in hot climates. Inspect all leather surfaces and stitching, as even the premium materials have been known to wear prematurely, particularly where pressure is concentrated.
- If the car is optioned with burl wood trim, check for fading caused by insufficient UV protection under the lacquer.
- Interior electronics, while mostly reliable, can occasionally misbehave. Some owners have reported air conditioning buttons flashing due to a leaking compressor, and others have experienced unresponsive controls like the infotainment rotary dial. The latter can be replaced relatively affordably, with costs ranging from $150 for an aftermarket part to $800 for genuine replacements.
- Ventilated seat systems, where equipped, have occasionally failed, but these aren’t common issues and are relatively straightforward to repair.
- The automatic digital temperature control valve for the air conditioning is another potential problem. When it fails, the selected temperature may not match what the system delivers. Fixing this involves removing the windscreen wiper assembly and accessing the firewall—a frustratingly labor-intensive process for what should be a simple fix.
- The trap door above the cup holders near the armrest is prone to getting stuck. This is a super easy DIY project with plenty of tutorials online. The parts shouldn’t cost more than $60, and the repair shouldn’t take more than an hour.
- Lastly, while the infotainment system was considered cutting-edge when new, it’s now decidedly outdated. Many owners upgrade their systems, but adding Apple CarPlay or Android Auto to older cars is not always straightforward. Some early models can’t be upgraded, while others can with aftermarket plug-in modules. However, these modules have a reputation for causing issues with other systems, so it’s crucial to consult experienced professionals if you’re considering this route.
Mechanically
6.2L Naturally Aspirated V8 (M156)
The M156 is renowned for its performance and visceral character, however unlike other naturally aspirated high-performance V8 engines such as the Toyota/Lexus 2UR-GSE or the GM LS3, the AMG unit comes with a very long list of expensive potential issues to be aware of.
- One of the most commonly reported problems is valve cover oil leaks, which can drip onto the exhaust and cause a burning smell or even smoke under the bonnet. This is a relatively simple fix, but it’s crucial to address early to avoid further complications.
- Camshaft position sensor leaks are another known issue. These leaks can cause oil to wick into the wiring harness and ECU, creating electrical headaches. Aftermarket solutions are available and are generally more cost-effective and durable than OEM parts.
- Premature camshaft and lifter wear is a significant concern. In some cases, this wear can necessitate replacements as early as 150,000km. In some market this resulted in class action lawsuits. Regular, high-quality oil changes—preferably every 5,000km rather than the factory-recommended intervals—can help mitigate this.
- The M156 is also prone to cam phaser failures, which can cause a rattling sound on startup. Each cam phaser costs around $1,000 from Mercedes, and with four needed, the costs can quickly escalate. Fortunately, aftermarket rebuild kits offer a permanent fix for a fraction of the price.
- Another common issue involves the intake manifold, which can crack or erode over time, leading to air leaks and reduced performance. OEM replacements are prohibitively expensive, but aftermarket solutions are both effective and affordable.
- Fuel injector failures can have catastrophic consequences, such as bent rods caused by hydraulic lock. Owners are advised to consider proactive injector replacement, especially on higher-mileage cars, to avoid such disasters.
- Plastic components in the cooling system, including the thermostat housing, are known weak points. These components can become brittle with age and heat cycling, leading to potential coolant leaks. Replacing them with stronger alternatives is a wise preventative measure.
- Pre-2012 models are particularly vulnerable to head bolt failures, which require extensive repairs, including cylinder head removal. If you’re considering a pre-2012 car, ensure this issue has already been addressed.
- The engine mounts are another wear item to watch. As they degrade, they can cause vibrations and, in severe cases, grounding issues as the engine sags in its mounts.
- One often-overlooked issue involves the power steering hose, which can rub against the oil sump and wear a hole, potentially leading to catastrophic oil starvation. Ensuring this hose is properly secured is a simple but crucial step.
5.5L Twin-Turbocharged V8 (M157)
The M157 offers exhilarating performance, but its complexity brings an array of potential pitfalls.
- One of the most serious concerns is bore scoring and piston failure, which can necessitate a full engine replacement. Early engines used coated aluminium bores, which were prone to this issue. Later models switched to cast-iron liners, which largely resolved the problem.
- Cam phaser failures are another known issue. These can cause rattling on startup and, in some cases, lead to the tone wheel (a pressed-on component) moving out of alignment. Mercedes typically replaces the entire camshaft, but some specialists can manipulate the tone wheel back into position at a lower cost.
- The upper timing chain tensioner is prone to sticking and causing startup rattles. This issue is often linked to a failed check valve in the cylinder head, for which an updated design is available.
- Cam bearings and valve covers are weak points. The valve covers also function as the upper cam bearings, and if they become scored—often due to poor servicing—they can necessitate replacing both the heads and valve covers, an extremely costly repair.
- One of the most alarming problems is oil and coolant cross-contamination, typically caused by a failing rubber seal between the timing case and the block. This issue can lead to catastrophic engine damage. Any signs of oil in the coolant reservoir should be a major red flag.
- The water pump pulley, made of plastic, can misalign over time, and the plastic turbo coolant lines are prone to splitting and causing severe overheating. Proactive replacement with upgraded components is recommended.
- The cooling system, in general, is a weak point, with numerous plastic pipes and fittings, including the expansion tank, prone to failure as the car ages.
- The intercooler (heat exchanger), located under the intake manifold, is another trouble spot. Leaks here can affect engine performance and cooling.
- Similar to the M156, camshaft position sensors on the M157 can leak oil through the plug connector, allowing it to wick into the wiring harness and potentially reaching the ECU.
- Fuel system components, including direct injectors and high- and low-pressure fuel pumps, can also cause issues. Long crank times before startup may indicate failing pumps.
- As with the M156, engine mounts are a known wear item. If left unaddressed, failing mounts can cause a cascade of issues, including strain on other components.
- Finally, while these engines are popular for tuning to extract immense power, doing so significantly increases the likelihood of catastrophic failures. Unless you’re prepared for the associated risks and costs, it’s best to leave the engine stock.
Transmission
- The 7-speed automatic transmission (7G-Tronic) is generally reliable but not immune to issues. One of the more common problems involves the conductor plate (transmission control module), which can fail and cause erratic shifting or leave the car stuck in limp mode. Replacing the conductor plate is a costly but typically effective fix.
- Another issue to monitor is the torque converter, which can develop problems over time, particularly in higher-mileage cars. Regular servicing of the transmission, including fluid and filter changes, can help prolong its life.
Ownership
- Owning a W212 Mercedes-Benz E63 AMG in Australia can be a mixed bag. Many owners report frustration with poor customer service at dealerships, exorbitant costs for parts and labor, and frequent disputes over warranty claims.
- Even routine servicing at a dealership can be shockingly expensive. While some owners prefer the reassurance of sticking with OEM parts and dealer servicing, others—often including ex-Mercedes technicians—recommend seeking out a reputable independent mechanic. Independent specialists often source parts more affordably and offer comparable, if not superior, workmanship.
- For enthusiasts who are mechanically inclined, the W212 E63 AMG can be a rewarding car to own. However, it’s essential to approach ownership with realistic expectations about maintenance costs and potential issues. Proactively addressing known weak points can help mitigate the risk of catastrophic failures, but this is not a car for the faint-hearted or budget-conscious.
Should you buy it?
Should you buy one? Well, it comes with a warning: you’ll need to have a substantial amount of money set aside for unforeseen expenses. The reality of owning an E63 AMG isn’t just about the initial purchase price but also the ongoing costs of keeping it in prime condition.
On enthusiast forums, owners often discuss how much to budget annually to maintain an E63 AMG. Best-case scenario? You’re looking at around $3,000 a year. Worst-case scenario—and this depends heavily on how the car was treated and maintained by its previous owner—$6,000 a year may be a more realistic figure. This doesn’t mean you shouldn’t buy one, but it does mean you need to approach ownership with financial preparedness and eyes wide open.
The key to a satisfying ownership experience is finding the right car. Look for an example with a flawless service history, ideally owned by a mature, dedicated, and financially responsible enthusiast. These cars are best when they’ve been meticulously cared for, and in the right hands, they represent incredible value. The problem is that many E63 AMGs on the used market are ex-lease vehicles. These often come with a questionable past: skipped maintenance schedules, cost-cutting on servicing, or worse, driven recklessly by owners who never planned to keep the car long-term.
Avoid any E63 that fits this description, no matter how tempting the price may be. The old adage holds true: there’s nothing more expensive than a cheap Mercedes.
And yet, even if
Should you buy one? Well, it comes with a warning: you’ll need to have a substantial amount of money set aside for unforeseen expenses. The reality of owning an E63 AMG isn’t just about the initial purchase price but also the ongoing costs of keeping it in prime condition.
On enthusiast forums, owners often discuss how much to budget annually to maintain an E63 AMG. Best-case scenario? You’re looking at around $3,000 a year. Worst-case scenario—and this depends heavily on how the car was treated and maintained by its previous owner—$6,000 a year may be a more realistic figure. This doesn’t mean you shouldn’t buy one, but it does mean you need to approach ownership with financial preparedness and eyes wide open.
The key to a satisfying ownership experience is finding the right car. Look for an example with a flawless service history, ideally owned by a mature, dedicated, and financially responsible enthusiast. These cars are best when they’ve been meticulously cared for, and in the right hands, they represent incredible value. The problem is that many E63 AMGs on the used market are ex-lease vehicles. These often come with a questionable past: skipped maintenance schedules, cost-cutting on servicing, or worse, driven recklessly by owners who never planned to keep the car long-term.
Avoid any E63 that fits this description, no matter how tempting the price may be. The old adage holds true: there’s nothing more expensive than a cheap Mercedes.
And yet, even if you find the perfect E63, there’s another challenge to consider—it’s the shadow of the Lexus GS F. This competitor offers much of what makes the E63 so special, but with superior build quality, better reliability, lower running costs, and stronger resale values. While the E63 delivers an intoxicating blend of luxury and performance, the GS F might just do it with less stress and expense.
Should you buy it?
Should you buy one? Well, it comes with a warning: you’ll need to have a substantial amount of money set aside for unforeseen expenses. The reality of owning an E63 AMG isn’t just about the initial purchase price but also the ongoing costs of keeping it in prime condition.
On enthusiast forums, owners often discuss how much to budget annually to maintain an E63 AMG. Best-case scenario? You’re looking at around $3,000 a year. Worst-case scenario—and this depends heavily on how the car was treated and maintained by its previous owner—$6,000 a year may be a more realistic figure. This doesn’t mean you shouldn’t buy one, but it does mean you need to approach ownership with financial preparedness and eyes wide open.
The key to a satisfying ownership experience is finding the right car. Look for an example with a flawless service history, ideally owned by a mature, dedicated, and financially responsible enthusiast. These cars are best when they’ve been meticulously cared for, and in the right hands, they represent incredible value. The problem is that many E63 AMGs on the used market are ex-lease vehicles. These often come with a questionable past: skipped maintenance schedules, cost-cutting on servicing, or worse, driven recklessly by owners who never planned to keep the car long-term.
Avoid any E63 that fits this description, no matter how tempting the price may be. The old adage holds true: there’s nothing more expensive than a cheap Mercedes.
And yet, even if you find the perfect E63, there’s another challenge to consider—it’s the shadow of the Lexus GS F. This competitor offers much of what makes the E63 so special, but with superior build quality, better reliability, lower running costs, and stronger resale values. While the E63 delivers an intoxicating blend of luxury and performance, the GS F might just do it with less stress and expense.
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Tech specs
Body Styles
- 4 door Sedan
- 5 door Wagon
Engine Specs
- 6.3 litre, 8-cylinder petrol, 386kW / 630Nm (E63 AMG 2009 – 2011)
- 5.5 litre, 8-cylinder twin turbo petrol, 386kW / 630Nm (E63 AMG 2011 – 2013)
- 5.5 litre, 8-cylinder twin turbo petrol, 386kW / 700Nm (E63 AMG 2011 – 2013)
- 5.5 litre, 8-cylinder twin turbo petrol, 430kW / 800Nm (E63 AMG S 2013 – 2016)
Transmission
- 7-speed Sports Automatic (All Models)
Fuel Consumption
- 7.9 – 14.0 / 100km (E63 AMG)
- 7.7 – 14.0 / 100km (E63 AMG S)
Length
- 4818mm – 4879mm (4 door Sedan)
- 4913mm (5 door Wagon)
Width
- 1822mm – 1854mm (4 door Sedan)
- 1872mm (5 door Wagon)
Height
- 1430mm – 1474mm (4 door Sedan)
- 1490mm (5 door Wagon)
Wheelbase
- 2854mm – 2874mm (4 door Sedan)
- 2854mm (5 door Wagon)
Kerb Weight
- 1840kg – 1940kg (4 door Sedan)
- 1945kg (5 door Wagon)
Towing
- Not listed (All Models)
Ancap Ratings
- 5 stars (E63 AMG)
- Not tested (E63 AMG S)
Body Styles
- 4 door Sedan
- 5 door Wagon
Engine Specs
- 6.3 litre, 8-cylinder petrol, 386kW / 630Nm (E63 AMG 2009 – 2011)
- 5.5 litre, 8-cylinder twin turbo petrol, 386kW / 630Nm (E63 AMG 2011 – 2013)
- 5.5 litre, 8-cylinder twin turbo petrol, 386kW / 700Nm (E63 AMG 2011 – 2013)
- 5.5 litre, 8-cylinder twin turbo petrol, 430kW / 800Nm (E63 AMG S 2013 – 2016)
Transmission
- 7-speed Sports Automatic (All Models)
Fuel Consumption
- 7.9 – 14.0 / 100km (E63 AMG)
- 7.7 – 14.0 / 100km (E63 AMG S)
Length
- 4818mm – 4879mm (4 door Sedan)
- 4913mm (5 door Wagon)
Width
- 1822mm – 1854mm (4 door Sedan)
- 1872mm (5 door Wagon)
Height
- 1430mm – 1474mm (4 door Sedan)
- 1490mm (5 door Wagon)
Wheelbase
- 2854mm – 2874mm (4 door Sedan)
- 2854mm (5 door Wagon)
Kerb Weight
- 1840kg – 1940kg (4 door Sedan)
- 1945kg (5 door Wagon)
Towing
- Not listed (All Models)
Ancap Ratings
- 5 stars (E63 AMG)
- Not tested (E63 AMG S)
Body Styles
- 4 door Sedan
- 5 door Wagon
Engine Specs
- 6.3 litre, 8-cylinder petrol, 386kW / 630Nm (E63 AMG 2009 – 2011)
- 5.5 litre, 8-cylinder twin turbo petrol, 386kW / 630Nm (E63 AMG 2011 – 2013)
- 5.5 litre, 8-cylinder twin turbo petrol, 386kW / 700Nm (E63 AMG 2011 – 2013)
- 5.5 litre, 8-cylinder twin turbo petrol, 430kW / 800Nm (E63 AMG S 2013 – 2016)
Transmission
- 7-speed Sports Automatic (All Models)
Fuel Consumption
- 7.9 – 14.0 / 100km (E63 AMG)
- 7.7 – 14.0 / 100km (E63 AMG S)
Length
- 4818mm – 4879mm (4 door Sedan)
- 4913mm (5 door Wagon)
Width
- 1822mm – 1854mm (4 door Sedan)
- 1872mm (5 door Wagon)
Height
- 1430mm – 1474mm (4 door Sedan)
- 1490mm (5 door Wagon)
Wheelbase
- 2854mm – 2874mm (4 door Sedan)
- 2854mm (5 door Wagon)
Kerb Weight
- 1840kg – 1940kg (4 door Sedan)
- 1945kg (5 door Wagon)
Towing
- Not listed (All Models)
Ancap Ratings
- 5 stars (E63 AMG)
- Not tested (E63 AMG S)
Warranty & servicing
Warranty
- 3 years / unlimited km (All Models)
Servicing
- 20,000 km / 12 months (All Models)
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Disclaimer
Please note that pricing information is subject to fluctuations in the automotive market.
Information correct as of Dec 18, 2024.
The advice provided on this website is general advice only. It has been prepared without taking into account your objectives, financial situation or needs. Before acting on this advice, you should consider the appropriateness of the advice, having regard to your own objectives, financial situation and needs.
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